'<iZ\XZ-c 


SPECIFICATIONS 

FOR 

TRIPLE-EXPANSION  TWIN-SCREW 


PROPELLING  ENGINES,  WITH  BOILExlS  AND 
AUXILIARY  MACHINERY, 


FOR  AN 


ARMORED  CRUISER 


OF 


ABOUT  9100  TONS  CRUISING  DiSPLAcZHENT, 

TO  MAKE  A SPEED  OF  TWENTY  KNOTS  PER  HOUR  AT  A 
I ^ DISPLACEMENT  OF  8150  TONS. 


BUREAU  OF  STEAM  ENGINEERING, 
NAVY  DEPARTMENT, 
WASHINGTON,  D.  C. 


WASHINGTON: 

GOVERNMENT  PRINTING  OFFICE. 

1892. 


department  of 


I University  of  Illinois 

S Books  are  not  to  be  taken  from  the  Library  Room. 


LitJKARY 


h 


V. 

■ 


SPECIFICATIONS 

FOR 

TRIPLE-EXPANSION  TWIN-SCREW 

PROPELLING  ENGINES,  WITH  BOILERS  AND 
AUXILIARY  MACHINERY, 

^ FOR  AN 

ARMORED  CRIJISER 


ABOUT  9100  TONS  CRUISING  DISPLACEMENT, 


TO  MAKE  A SPEED  OF  TWENTY  KNOTS  PER  HOUR  AT  A 
DISPLACEMENT  OF  8150  TONS. 


WASHINGTON : 

GOVERNMENT  PRINTING  OFFICE. 

1892. 


0 


LIST  OF  PLANS  ACCOMPANYING  THESE  SPECIFICATIONS. 


General  arrangement  of  the  machinery  and  boilers  in  the  vessel 
(2  sheets). 

General  arrangement  of  engines  (1  sheet). 

High-pressure  cylinders  (1  sheet). 

Intermediate-pressure  cylinders  (1  sheet). 

Low-pressure  cylinders  ( 1 sheet). 

Engine  frames  (1  sheet). 

Engine  bedplates  (2  sheets). 

Condensers  (1  sheet). 

Airpumps  (1  sheet). 

Boilers  (3  sheets.) 

Disengaging  coupling  (1  sheet). 

Forward  propeller-shaft  coupling  (1  sheet). 


mCEX  TO  SPECIFICATIONS 


FOR 


Page. 

Par. 

Page. 

Par. 

Bearings,  crank- 

shaft  

15 

30 

Air  ducts 

50 

106 

Bearings,  reversing 

Air  cocks,  boiler 

59 

132 

shaft-- 

20 

43 

Air  locks 

63 

144 

Bearings,  stern 

Air-pressure  gauges. 

63 

143 

bracket i 

29 

61 

Air  pumps,  main 

33 

66 

Bearers  and  grate  bars 

49 

102 

Air  and  circulating 

Bearings,  stern  tube. 

28 

59 

pumps,  auxiliary.. 

33 

65 

Bearings,  thrust 

27 

57 

Air-tight  bulkheads. 

62 

140 

Bedplates 

15 

29 

Ash-pit  doors.. 

50 

107 

Bilge  and  fire  pumps .39,60 

78, 135 

Ash  dumps 

64 

146 

Bilge-injection  valves 

36 

70 

Ash  hoists 

61 

137 

Bilge-suction  pipes  .. 

38 

77 

Ash  pans 

51 

109 

Bilge  strainers 

81 

175 

Ash  sprinklers 

64 

147 

Bleeder  pipes 

74 

157 

Auxiliary  air  and  cir- 

Blocks, link 

18 

37 

culating  pumps 

33 

65 

Blow  pipes 

58 

125 

Attachments,  boiler. 

54 

116 

Blow  valves,  bottom. 

57 

123 

Attachment  of  valves 

Blow  valves,  surface. 

57 

124 

to  hulL 

81 

176 

Blower  engines 

63 

142 

Auxiliary  condenser. 

32 

64 

Blowers,  fire  room 

62 

139 

Auxiliary-engine  stop 

Boilers 

45 

91 

valves 

80 

171 

Boiler  air-cocks 

59 

132 

Auxiliary  exhaust 

Boiler  auxiliary  stop 

pipes 

74 

156 

valves 

55 

11^ 

Auxiliary  steam  pipes 

72 

155 

Boiler  attachments. . 

54 

116 

Auxiliary  stop 

Boiler  bracing 

47 

98 

valves,  boiler 

55 

118 

Boiler  drain  cocks 

59 

131 

Auxiliary  feed  pipes. 

75 

162 

Boiler  heads 

46 

94 

Auxiliary  and  main 

Boiler  main  stop 

feed  pumps 

60 

135 

valves 

55 

117 

Auxiliary  pumps,  en- 

Boiler manholes  and 

gine  room 

39 

78 

hand-holes 

49 

100 

Auxiliary  steam  pipes 

72 

155 

Boiler  material 

46 

92 

Boiler  protectors. 

B. 

zinc 

60 

134 

Boiler  pumping-out 

Bars,  grate,  and 

pipes 

58 

126 

bearers 

49 

102 

Boiler  saddles 

54 

115 

Bars,  lazy 

51 

108 

Boiler  shells 

46 

93 

III 


IV 


Page. 

Par. 

Page. 

Par. 

Boilers  and  machin- 

Clearances,  cylinder- 

7 

9 

ery,  tests  of 

92 

196 

docks  

45 

90 

Boiler  tubes 

46 

96 

Clothing  and  lagging 

83 

179 

Boiler-tube  sheets • 

46 

95 

Coal  bunkers,  pipes 

Boiler  water  gauges. 

58 

128 

through 

78 

167 

Bolts  and  nuts 

27 

56 

Coal-hoisting  engines 

62 

138 

Bottom-blow  valves. 

57 

123 

Cocks  and  valves. 

82 

177 

Boxes,  journal 

26 

53 

Cocks,  boiler,  air 

59 

132 

Boxes,  stuffing 

27 

55 

Cocks,  boiler,  drain.. 

59 

131 

Bracing,  boiler 

47 

98 

Cocks,  cylinder,  drain 

11 

18 

Bracket  bearings, 

Cocks,  gauge 

59 

129 

stern-tube 

29 

61 

Combustion  cham- 

Brasses and  caps. 

bers 

47 

97 

crank-shaft 

15 

30 

Condensers,  auxiliary 

32 

64 

Brasses,  crank-pin 

15 

26 

Condensers,  main 

30 

63 

Brasses,  crosshead 

15 

27 

Connecting  rods 

14 

25 

Bulkheads,  shafts 

Connections,  circula- 

through  

86 

183 

ting-pump  

36 

68 

Bulkheads,  pipes 

Cover,  smokepipe 

54 

114 

through,  water- 

Covers,  cylinder 

6 

7 

tight 

78 

166 

Co  vers, cylinder, man- 

Bunkers, pipes 

hole 

6 

8 

through 

78 

167 

Covers,  valve-chest. . 

9 

13 

Bridge  walls 

49 

103 

Counters,  revolution. 

43 

84 

Bulkheads,  air-tight. 

62 

140 

Coupling,  disconnect- 

By-pass valves  on 

ing  

22 

48 

straightway  valves 

76 

164 

Coupling-bolt  jacks. 

28 

58 

Crank-pin  brasses 

15 

26 

O. 

Crank-shaft  brasses 

and  caps 

15 

30 

Casing,  H.  P.  cylin- 

Crank shafts 

21 

47 

der  

4 

3 

Crank-shaft  bearings 

15 

30 

Casing,  I.  P.  cylin- 

Crosshead brasses 

15 

27 

der  

4 

4 

Crosshead  guides 

16 

31 

Casing,  L.  P.  cylin- 

Crossheads  

14 

24 

der  

5 

5 

Cross-head  valve 

Changes  in  plans  and 

stem 

18 

39 

specifications 

96 

203 

Cylinder  casings, 

Check  valves,  feed 

56 

120 

high  pressure 

4 

3 

Chests,  valve 

8 

11 

Cylinder  casings,  in- 

Circulating and  air. 

termediate  pressure 

4 

4 

pumps,  auxiliary.. 

33 

65 

Cylinder  casings,  low 

Circulating  appara- 

pressure  

5 

5 

tus 

60 

133 

Cylinder  clearances.. 

7 

9 

Circulating  plates... 

51 

110 

Cylinder  covers 

6 

7 

Circulating  -pump 

Cylinder  drain  cocks 

11 

18 

connections 

36 

68 

Cylinder  linings 

5 

6 

Circulating  pumps, 

Cylinder  manhole 

main 

35 

67 

covers 

6 

8 

Page. 


Par. 


Page. 


Par. 


Cylinder  relief  valves 

Cylinders 

Cylinders,  pump 

D. 

Decks  and  bulkheads, 
pipes  through, 

water  tight 

Description,  general . 
Desks,  engine  room.. 
Disconnecting  coup- 

ling 

Distilling  apparatus. 

Doors,  ash-pit 

Doors,  furnace 

Doors,  uptake 

Drain  cocks,  boiler. . 
Drain  cocks,  cylinder 
Drain  pipes  and  traps 
Drawings  of  com- 
pleted machinery. - 
Drawings,  working.  . 

Drips,  oil  

Dry  pipes 

Ducts,  air 

Dumps,  ash 

Duplicate  pieces 

E. 

Eccentrics 

Eccentric  rods 

Eccentric  straps 

Engineer's  office.  Su- 
perintending   

Engine  frames 

Engine  indicators 

Engine-room  auxil- 
iary pumps 

Engine-room  desks.. 
Engine-room  tele- 
graphs   

Engine-room  pumps. 
Engine-room  water 

service 

Engine  stop-valves, 

auxiliary 

Engine  throttle 
vaives 


V ■ 


11 

17 

Engines,  blower 

63 

142 

3 

2 

Engines,  coal-hoist- 

80 

172 

ing  

62 

138 

Engines,  turning  and 

gear 

41 

80 

Engines,  securing,  in 

vessel 

41 

81 

Escape  pipe 

75 

161 

78 

166 

Evaporators 

68 

151 

1 

1 

Exhaust,  main  feed 

45 

- 89 

pump 

75 

160 

Exhaust  pipes.. 

20 

42 

22 

48 

Exhaust  pipes,  auxil- 

68 

151 

iary 

74 

156 

50 

107 

Extractors,  grease  .. 

37 

73 

50 

105 

52 

112 

P. 

59 

131 

11 

18 

Fans,  ventilating 

62 

141 

78 

168 

Feed-check  valves 

56 

120 

Feed  pipes  and  suc- 

95 

202 

tions 

75 

162 

94 

201 

Feed  pumps,  main 

26 

52 

and  auxiliary 

60 

135 

56 

119 

Feed-pump  pressure 

50 

106 

gauges 

61 

136 

64 

146 

Feed  tanks  and  filters 

37 

72 

89 

193 

Feed-tank  suction 

pipes  

38 

74 

Feed- water  heaters.. 

76 

163 

Filter  and  feed  tanks. 

37 

72 

17 

33 

Fire  and  bilge  pumps  39,60 

78, 135 

17 

35 

Fire  main 

76 

165 

17 

34 

Fire-room  blowers 

62 

139 

Fire-tool  racks 

64 

145 

94 

199 

Fitting  and  material 

15 

28 

of  pipes 

79 

170 

44 

88 

Floors  and  platforms. 

86 

184 

Frames,  engine 

15 

28 

39 

78 

Furnaces 

49 

101 

45 

89 

Furnace  doors 

50 

105 

Furnace  fronts 

50 

104 

43 

86 

39 

78 

Cr. 

40 

79 

Gauge  cocks 

59 

129 

Gauges,  air-pressure. 

63 

143 

80 

171 

Gauges,  boiler  water 

58 

128 

Gauges,  feed-pump 

12 

19 

pressure  ..* 

61 

136 

VI 


Page.  Par. 


Gauges,  steam 58  127 

Gauges,  steam  and 

vacuum 41  82 

Gear  for  working 
valves  from  deck.,  87  187 

Gear,  lifting 87  188 

Gear,  reversing 19  40 

Gear,  valve 16  32 

General  description..  1 1 

Grate  bars  and 

bearers 49  102 

Grease  extractor 37  73 

Guides,  cross  head 16  31 

Guides,  valve-stem  ..  10  16 

Gun-table  or  turret- 
turning gear 64  149 

H. 

Hand  rails 86  186 

Hand-holes  and  man- 
holes, boiler 49  100 

Heads,  boiler 46  94 

Heaters,  feed-water  . 76  163 

High-pressure  cylin- 
der casings 4 3 

Hoists,  ash 61  137 

Hoisting  engines, coal  62  138 

Hose  and  hose  reels..  85  182 


I. 


Indicators,  engine...  44.  88 

Indicators,  revolu- 
tion  43  85 

Injection  valves, bilge  36  70 

Injection  valves,  sea.  36  69 

Inspection 96  204 

Instruments,  labels 

on 83  178 

Intermediate  and 
low-pressure  steam 

pipes 74  158 

Intermediate  p r e s - 
sure  cylinder  cas- 
ings   4 4 


Page.  Par. 

J. 


Jackets,  steam 7 10 

Jacks  for  coupling 

bolts 28  58 

Joints,  riveted 48  99 

Journal  boxes 26 

L. 

Labels  on  gear  and  53 

instruments 83  178 

Ladders 86  185 

Laggingand  clothing  83  179 

Launch  machinery  ..  88  191 

Lazy  bars 51  108 

Levers,  working  and 

gear 21  45 

Lifting  gear 87  188 

Link  &ocks 18'  37 

Links,  main 18  36 

Links,  suspension 18  38 

Linings,  cylinder 5 6 

Linings,  valve-chest.  8 12 

Locks,  air 63  144 

Low-pressure  cylin- 
der casings 5 5 

Low  and  intermedi- 
ate pressure  steam 

pipes 74  158 

Lubrication 24  51 

M. 

Machinery  and  boil- 
ers, tests  of 92  196 

Machinery,  steam- 

launch 88  191 

Machinery,  workshop  67  150 

achinery,  drawings 

Mof,  completed 95  202 

Manholes  and  hand- 
holes, boiler 49  100 

Manhole  covers, 


Mandrels  for  white- 

metal  bearings 27  54 

Main  condenser 30  64 

Main  feed  pipes  and 
suction 75  162 


VII 


Page. 


Main  and  .auxiliary 

feed  pumps 60 

Main  feed-pump  ex- 
haust   75 

Main,  fire  _ 76 

Main  links 18 

Main  steam  pipes- 71 

Main  - stop  valves, 

boiler _• 55 

Materials  and  T^ork- 

manship 91 

Material,  boiler 46 

Material,  tests  of 92 

Material  and  fitting 
of  pipes 79 

N. 

Nuts  and  bolts 27 

O. 

Office,  Superintend- 
ing Engineer's 94 

Oil  drips 26 

Oil  tanks 87 

Omissions 96 

Outboard-del  i v e r y 
valves 36 

P. 

Painting 93 

Pans,  ash 51 

Pieces,  duplicate 89 

Pipe,  escape 75 

Pipe,  smoke 52 

Pipes,  auxiliary  feed-  75 
Pipes,  auxiliary 

steam 72 

Pipes,  auxiliary 

exhaust ^ 74 

Pipes,  bilge-suction.-  38 

Pipes,  bleeder 74 

Pipes,  blow 58 

Pipes,  boiler,  pump- 
ing-out   58 

Pipes,  drain,  and 
traps 78 


Page.  Par. 


Pipes,  dry 56  * 119 

Pipes,  exhaust 20  42 

Pipes,  feed-tank  suc- 
tion  38  74 

Pipes,  intermed  i a t e 
and  low  pressure 

steam 74  158 

Pipes,  material  and 

fitting  of 79  170 

Pipes,  feed  and  suc- 
tion  - 75  162 

Pipes,  main  steam 71  154 

Pipes,  sea  suction 38  76 

Pipes,  suction,  from 
bottom  of  c o n - 

denser 38  75 

Pipes,  thickness  of 78  169 

Pipes  through  coal 

bunkers 78  167 

Pipes  through  water- 
tight bulkheads 

and  decks 78  166 

Pistons 12  22 

Piston-rod  stuffing 

boxes 12  20 

Piston  rods 13  23 

Piston  valves 9 14 

Plans  and  specifica- 
tions, changes 96  . 203 

Plates,  circulating 51  110 

Platforms,  floors  and.  86  184 

Platforms,  working-.  20  44 

Pots,  salinometer 59  130 

Preliminary  tests  and  94 

trials 198 

Propellers,  screw 29  62 

Propeller  shafts 23  50 

Pump  cylinders 80  172 

Pump,  main  feed, 

exhaust 75  160 

Pump,  relief  valves. - 81  173 

Pumps,  air,  main 33  66 

Pumps,  air  and  circu- 
lating, auxiliary 33  65 

Pumps,  auxiliary 

feed 60  135 

Pumps,  circulating, 

main 35  67 

Pumps,  engine-room-  39  78 


Par. 

135 

160 

165 

36 

154 

117 

194 

92 

195 

170 

56 

199 

52 

189 

205 

71 

197 

109 

193 

161 

113 

162 

155 

156 

77 

157 

125 

126 

168 


VIII 


Page.  Par. 

Pumps, fire  andbilge_39, 60  78,135 


Pumps,  main  feed 60  135 

R. 

Kadiators 84  180 

Racks,  fire-tool 64  145 

Rails,  hand  86  186 

Record  of  weights 94  200 

Reels,  hose 85  182 

Relief  valves,  cylin- 
der ... 11  17 

Relief  valves,  pump  . 81  173 

Refrigerating  plant--  71  152 

Reversing  gear 19  40 

Reversing-shaft  hear- 
ings...  20  43 

Reversing  shafts 19  41 

Revolution  counters.  43  84 

Revolution  indicators  43  85 

Riveted  joints 48  99 

Rods,  connecting H . 25 

Rods,  eccentric 17  35 

Rods,  piston 13  23 

S. 

Safety  valves.- 56  121 

Salinometer  pots 59  130 

Saddles,  boiler 54  115 

Screw  propellers 29  62 

Sea-injection  valves  . 36  69 

Sea-suction  pipes 38  76 

Sea  valves 81  174 

Securing  engines ' in 

vessel  41  81 

Sentinel  valves 57  122 

Separators 74  159 

Shells,  boiler 1 46  93 

Shafts 21  46 

Shafts,  crank 21  47 

Shafts,  propeller 23  50 

Shafts,  reversing 19  41 

Shafts,  reversing, 

bearings 20  43 

Shafts,  thrust 23  49 

Shafts  through  bulk- 
heads   86  183 

Smokepipes  52  113 


Page. 

Par. 

Smokepipe  covers 

54 

114 

Speaking  tubes 

43 

87 

Sprinklers,  ash 

Specifications  and 

64 

147 

plans,  changes  in.. 
Steam  and  vacuum 

96 

203 

gauges 

41 

82 

Steam  gauges 

58 

127 

Steam  jackets 

Steam-launch  m a - 

7 

10 

chinery  

Steam  pipes,  auxil- 

88 

191 

iary 

72 

155 

Steam  pipes,  main  — 

71 

154 

Steam  tube  cleaners. 

64 

148 

Stems,  valve 

Stern-tube  bracket 

10 

15 

bearings 

29 

61 

Stern-tube  bearings. . 
Stern-tube  stuffing 

28 

59 

boxes 

29  ' 

60 

Strainers,  bilge 

Stop  valves,  boiler, 

auxiliary 

Stop  valves,  auxil- 

81 

175 

55 

118 

iary  engine 

Stop  valves,  boiler 

80 

171 

main 

55 

117 

Straps,  eccentric 

17 

34 

Stuffing  boxes 

Stuffing  boxes,  piston 

27 

55 

rod 

Stuffing  boxes,  stern 

12 

20 

tube 

29 

60 

Stuffing  boxes,  valve 

stem 

Suctions  and  feed 

12 

2l 

pipes 

Suction  pipes  from 
bottom  of  conden- 

75 

162 

sers  

38 

75 

Suction  pipes,  sea 

Suction  pipes,  bilge  . 
Suction  pipes,  feed- 

38 

76 

38 

77 

tank  

Superintending  En- 

38 

74 

gineer's  Office  

94 

199 

Surface  blow  valves  - 

57 

124 

Suspension  links 

18 

38 

5 


IX 


Page. 

T. 


Tanks,  feed  and  filter.  37 

Tanks,  oil 87 

Tanks,  wash-water  71 

Telegraphs,  engine- 

room 43 

Tests  and  trials,  pre- 
liminary   94 

Tests  of  boilers  and 

machinery 92  * 

Tests  of  material 92 

Thermometers... 42 

Thickness  of  pipes 78 

Throttle  valves,  en- 
gine   12 

Thrust  bearings 27 

Thrust  shafts 23 

Tools 88 

Trials,  preliminary 

tests  and 94 

Traps  and  drain 

pipes 78 

Tubes,  boiler 46 

Tube  cleaners,  steam.  64 
Tube  sheets,  boiler  ..  46 

Tubes,  speaking 43 

Turning  engines  and 

gear 41 

Turning  gear,  gun 

table  or  turret 64 

Turret  or  gun  table 
-turning  gear 64 

U. 

Uptakes 51 

Uptake  doors 52 

V. 

Vacuum  gauges, 

steam  and 41 

Valve  chests 8 

Valve-chest  covers  ..  9 

Valve-chest  linings. . 8 

Valve  gear 16 

Valve  stems 10 

V alve-stem  cross- 

heads 18 

5758 — II 


Page.  Par. 


Valve-stem  gnides.. . 10  16 

Valve-stem  stuffing 

boxes 12  21 

Valves,  attachment 

of,  to  hull  81  176 

Valves,  auxiliary-en- 
gine stop 80  171 

Valves,  bilge -injec- 
tion.  36  70 

Valves,  sea-injection.  36  69 

Valves,  boiler  auxil- 
iary stop 55  118 

Valves,  bottom-blow.  57  123 

Valves,  boiler  main 

stop 55  117 

Valves,  by-pass 76  164 

Valves,  cocks  and  ...  82  177 

Valves,  cylinder  re- 
lief  11  17 

Valves,  engine  throt- 
tle   12  19 

Valves,  feed-check.  ..  56  120 

Valves,  gear  for  work- 
ing from  deck 87  187 

Valves,  outward-de- 
livery  36  71 

Valves,  piston  9 14 

Valves,  pump  relief.  81  173 

Valves,  safety 56  121 

Valves,  sea 81  174 

Valves,  sentinel 57  122 

Valves, stop, auxiliary 

engine 80  171 

Valves,  surface-blow.  57  124 

Ventilators 88  190 

Ventilating  fans 62  141 


W. 


Washwaier  tanks,  etc  71  153 

Water  gauges,  boiler.  58  128 

Water  service,  engine 

room 40  79 

Water-tight  bulk- 
heads, pipes 

through 78  166 

Weights,  record  of  ..  94  200 

Whistles 85  181 

Working  drawings  ..  94  201 


Par. 

72 

189 

153 

86 

198 

196 

^ 195 

83 

169 

19 

57 

49 

192 

198 

168 

96 

148 

95 

87 

80 

149 

149 

111 

112 

82 

11 

13 

12 

32 

15 

39 


/ 


[ 


\ 


X 


Page. 

Par. 

Working  gear  for 

valves  from  deck . . 

87 

187 

Working  levers  and 

gear 

21 

45 

Working  platforms.. 

20 

^ 44 

Workmanship  and 
materials 

91 

194 

Page.  Pab. 

Workshop  machinery  67  150 

Z. 

Zinc  boiler  protectors  60  134 


SPECIFIC  ATIO 


FOR 

TRI]REEI-E!3:p^]srsi03sr 

TWm-SCREW  PROPELLING  ENGINES, 

WITH  BOILERS  AND  AUXILIARY  MACHINERY, 

REFERENCE  BEING  HAD  TO  THE  DRAWINGS  ACCOMPANYING  AND 
FORMING  PART  OF  THESE  SPECIFICATIONS. 


1.  General  Description. — There  will  be  four  sets  of  pro- 
pelling engines,  two  of  which  will  be  rights  and  two  lefts, 
placed  in  four  water-tight  compartments  and  separated 
by  a middle-line  and  transverse  bulkKead.  There  will  be 
two  sets  of  engines  on  each  shaft.  The  crank  shafts  of 
the  two  sets  of  engines  for  each  propeller  must  be  so  ar- 
ranged that,  by  means  of  an  easily  operated  coupling,  the 
forward  set  may  be  quickly  and  easily  connected  with  or 
disconnected  from  the  after  one  at  will.  For  ordinary 
cruising  the  after  set  attached  to  each  shaft  will  be  used. 
These  engines  will  be  of  the  vertical  inverted-cylinder, 
direct-acting,  triple-expansion  type,  each  with  a high- 
pressure  cylinder  32  inches,  an  intermediate-pressure  cyl- 
inder 47  inches,  and  a low-pressure  cylinder  72  inches  in 
diameter — the  stroke  of  all  pistons  being  42  inches.  It 
is  estimated  that  the  collective  indicated  horse  power 
of  propelling,  air-pump,  and  circulating-pump  engines 
should  be  about  16,000  when  the  main  engines  are  mak- 
ing about  129  revolutions  per  minute.  The  high-pressure 

Cl) 


/ 


i 


j 


i.j 


2 


cylinder  of  each  engine  will  be  forward  and  the  low- 
pressure  cylinder  aft.  The  main  valves  will  be  of  the 
piston  type,  worked  by  Stephenson  link  motions  with 
double-bar  links.  There  will  be  one  piston  valve  for 
each  high-pressure  cylinder,  two  for  each  intermediate- 
pressure  cylinder,  and  two  for  each  low-pressure  cylin- 
der. Each  main  piston  will  have  one  piston  rod,  with  a 
crosshead  working  between  guides.  The  framing  of 
the  engines  will  consist  of  cast-steel  inverted  Y frames, 
two  for  each  cylinder.  The  engine  bedplates  will  be  of 
cast  steel  supported  on  wrought-steel  keelson  plates  built 
in  the  vessel.  The  crank  shafts  will  be  made  in  three 
sections.  All  shafting  will  be  hollow.  The  shafts,  piston 
rods,  connecting  rods,  and  working  parts  generally,  will 
be  forged  of  mild  open-hearth  steel. 

The  condensers  will  be  made  of  composition.  There 
will  be  one  condenser  for  each  propelling  engine.  Each 
main  condenser  will  have  a cooling  surface  of  about  5,68 1 
square  feet,  measured  on  the  outside  of  the  tubes,  the 
water  passing  through  the  tubes.  For  each  set  of  pro- 
pelling engines  there  will  be  two  independent  double- 
acting horizontal  air  pumps,  each  worked  by  a single 
horizontal  steam  cylinder.  The  main  circulating  pumps 
will  be  of  the  centrifugal  type,  one  for  each  condenser, 
worked  independently.  The  propellers  will  be  right  and 
left,  of  manganese  bronze  or  approved  equivalent  metal. 

Each  after  engine  room  will  have  an  auxiliary  con- 
denser, made  of  composition  and  sheet  brass,  of  sufficient 
capacity  for  one-half  the  auxiliary  machinery,  each  con- 
denser being  connected  with  all  the  auxiliary  machinery. 
Each  of  these  condensers  will  have  a combined  air  and 
circulating  pump. 

There  will  be  five  double-ended  main  and  two  single- 
ended  boilers  (to  be  used  as  main  or  auxiliary  boilers),  of 
the  horizontal-return  fire-tube  type,  all  to  be  made  of 
steel.  All  the  boilers  will  be  about  i6  feet  3 inches  out- 
side diameter.  Four  of  the  double-ended  boilers  will  be 
about  1 8 feet  long,  and  one  will  be  about  1 9 feet  11%  inches 
long.  The  two  single-ended  boilers  will  be  9 feet  4^ 
inches  in  length,  all  constructed  for  a working  pressure 


c 


3 


of  160  pounds  to  the  square  inch.  The  boilers  will  be 
placed  in  three  water-tight  compartments,  each  com- 
partment containing  two  athwartship  fire  rooms.  Two 
double-ended  boilers  will  be  placed  in  the  forward  and 
two  in  the  after  compartment.  In  the  middle  compart- 
ment, the  larger  double-ended  boiler  will  be  placed  on 
the  port  side  and  two  single-ended  boilers  will  be  placed 
back  to  back  on  the  starboard  side. 

Each  of  the  double-ended  boilers  will  have  eight  cor- 
rugated furnace  flues,  3 feet  4 inches  internal  diameter. 
The  total  heating  surface  for  all  the  boilers  will  be  about 
33,353  square  feet,  measured  on  the  outer  surface  of  the 
tubes,  and  the  grate  surface  1,016  square  feet.  There 
will  be  placed  in  the  forward  fire  rooms  of  the  after 
groups  of  boilers,  and  in  the  after  fire  room  of  the  cen- 
tral groups  of  boilers,  and  in  the  after  fire  room  of  the 
forward  boilers,  approved  main  and  auxiliary  feed  pumps. 
There  will  also  be  an  auxiliary  feed  pump  in  the  fire 
room  of  the  forward  single-ended  boiler.  There  will  be, 
in  addition  to  these  pumps,  approved  auxiliary  feed,  bilge, 
water-service,  fire,  and  other  pumps,  to  be  located  and 
described  hereinafter.  There  will  be  three  smokepipes. 
/ The  forced  draft  system  will  consist  of  two  blowers  for 
each  fire  room,  the  blowers  discharging  into  an  air-tight 
fire  room.  Air-tight  bulkheads  will  be  fitted  so  as  to  re- 
duce the  space  to  be  maintained  under  pressure. 

There  will  be  steam  reversing  gear,  ash  hoists,  coal- 
hoisting winches,  turning  engines,  auxiliary  pumps, 
engine-room  ventilating  fans,  engine  for  workshop 
machinery,  hydraulic  pumping  plant  for  various  pur- 
poses if  directed,  gun-table  or  turret-turning  engines, 
ammunition-hoisting  engines,  a distilling  apparatus,  and 
such  other  auxiliary  or  supplementary  machinery,  tools, 
instruments,  or  apparatus  as  are  described  in  the  follow- 
ing detailed  specifications  or  shown  in  the  accompanying 
drawings. 

2.  Cylinders. — They  will  consist  of  casings  of  best 
quality  of  cast  iron,  with  working  linings  for  the  cylin- 
ders and  valve  chests.  The  cylinder  casings  will  in- 
clude the  valve  chests,  steam  ports  and  passages,  the 


Hi# 

safe 


4 


lower  heads,  and  the  various  brackets  to  which  the 
cylinder  supports  will  be  attached.  The  steam  and  ex- 
haust ports  will  be  smoothly  cored  to  the  dimensions 
shown  in  drawings,  the  walls  of  the  passages  being 
strongly  stayed  by  ribs  or  bolts. 

The  brackets  for  securing  the  cylinder  tie-rods  will  be 
so  faced  that  when  bolted  together  the  centers  of  the 
high  and  intermediate  pressure  cylinders  will  be  8 feet 
8 inches  apart,  and  the  centers  of  the  intermediate  and 
low  pressure  cylinders  8 feet  6 inches  apart,  with  the 
cylinder  axes  all  in  one  plane.  The  cylinder  casings 
will  be  bolted  at  the  bottom  to  their  frames  by  body- 
bound  steel  bolts  and  studs  as  shown,  and  secured  to 
each  other  at  the  top  by  forged  steel  stay  rods,  fitting  in 
sockets  on  the  cylinder  casings.  They  will  be  in  a verti- 
cal position  when  bored  to  their  respective  diameters. 

3.  High-Pressure  Cylinder  Casings. — The  lower  head  will 
be  cast  single  with  ribs  as  drawn,  and  the  barrels  will  be 

inches  thick.  Each  will  have  one  piston  valve. 
They  will  be  faced  and  bored,  as  shown,  for  the  recep- 
tion of  the  working  cylinder  linings  and  for  the  valve- 
chest  linings.  The  brackets  at  the  bottom  for  attach- 
ment of  the  supporting  frames  will  be  well  ribbed  and 
faced.  There  will  be  brackets  cast  on  the  casing,  as 
shown,  faced  and  fitted  for  boxes,  for  securing  the  tie- 
rods  from  the  intermediate  and  low  pressure  cylinder 
casings.  The  walls  of  the  steam  passages  will  be  prop- 
erly stayed.  There  will  be  a 6 -inch  hand-hole  in  the 
lower  head.  There  will  be  facings,  flanged  and  ribbed 
where  necessary,  for  the  attachment  of  the  Cylinder  and 
valve-chest  covers,  steam  pipes,  exhaust  pipes,  piston- 
rod  stuffing  boxes,  relief  valves,  hand-hole  plate,  drain 
cocks,  indicator  pipes,  drain  pipes,  and  oil  cups.  The 
unfinished  part  of  the  bore  will  be  pickled  to  remove  the 
scale.  There  will  be  a lug  cast  on  the  after  side  of  the 
casing  as  shown,  fitting  into  a socket  on  the  intermediate 
cylinder  casing,  to  prevent  side  motion  of  the  cylinder 
and  allowing  expansion  in  a fore  and  aft  direction. 

4.  Intermediate-Pressure  Cylinder  Casings. — The  heads  will 
be  cast  with  double  walls  and  the  barrels  will  be 


5 


inches  thick.  Each  will  have  two  piston  valves.  There 
will  be  brackets  cast  on  the  casing,  faced  and  fitted  for 
boxes,  for  securing  the  tie-rods  from  the  high  and  low 
pressure  cylinder  casings.  There  will  be  faced  brackets 
for  the  supporting  frames.  There  will  be  a lo  x 14  inch 
manhole  in  the  lower  head.  There  will  also  be  facings 
for  attaching  the  steam  and  exhaust  pipes,  receiver 
safety  valves,  receiver  live-steam  pipes,  relief  valves, 
jacket  steam  and  drain  pipes,  piston-rod  stuffing  boxes, 
rock-shaft  bearings,  and  manhole  covers ; also  for  indi- 
cator pipes,  oil  cups,  and  drain  cocks.  The  unfinished 
part  of  the  bore  will  be  pickled  to  remove  the  scale. 

5.  Low-Pressure  Cylinder  Casings. — The  heads  will  be  cast 
with  double  walls  and  the  barrels  will  be  inches  thick. 
There  will  be  brackets  cast  on  the  casing,  faced  and 
fitted  for  boxes,  for  securing  the  tie-rods  from  the  inter- 
mediate-pressure  cylinder  casings.  Each  will  have  two 
piston  valves.  There  will  be  faced  brackets  for  the  sup- 
porting frames,  also  facings  for  manhole  covers,  steam 
and  exhaust  pipes,  auxiliary  exhaust  pipes,  receiver 
safety  valves,  receiver  live-steam  pipes,  jacket  steam  and 
drain  pipes,  relief  valves,  piston-rod  stuffing  boxes,  rock- 
shaft  bearings,  indicator  pipes,  oil  cups,  and  drain  cocks. 
There  will  be  a manhole  15  inches  in  diameter  in  the  lower 
head.  The  unfinished  part  of  the  bore  will  be  pickled  to 
remove  the  scale. 

6.  Cylinder  Linings. — They  will  be  of  close-grained  cast 
iron  as  hard  as  can  be  properly  worked,  turned  and  faced 
to  fit  the  cylinder  casings.  Each  lining  will  have  a 
bearing  at  about  the  middle  of  its  length  and  at  each 
end. 

The  linings  at  the  top  will  be  secured  to -the  casings 
by  round-headed  countersunk  steel  bolts,  placed  radially 
around  the  counterbore,  and  spaced  as  shown  on  the 
drawings.  The  bolt  holes  in  the  linings  will  be  counter- 
bored  to  receive  the  heads  of  the  bolts,  the  nuts  being 
on  the  outside  of  the  casings. 

The  linings,  after  being  secured  in  place  in  the  casings, 
will  be  smoothly  and  accurately  bored  to  diameters  of 


6 


32,  47>  72  inches  for  the  high,  inte^rmediate,  and  low 

pressure  cylinders,  respectively,  and  to  a thickness  of 
inches,  the  boring  to  be  done  with  the  cylinders  in  a 
vertical  position.  The  linings  will  be  counterbored  at 
both  ends,  leaving  the  working  bores  3 feet  6^  inches 
long.  The  unfinished  parts  of  the  linings  will  be  pickled 
to  remove  scale. 

The  joint  at  the  lower  end  of  each  liner  of  the  inter- 
mediate-pressure and  low-pressure  cylinders  will  be 
made  tight,  with  allowance  for  expansion,  by  a copper  ring 
about  inch  thick.  This  copper  ring  will  be  backed  by 
a wrought-iron  ring  inches  wide  and  inch  thick, 
the  two  rings  together  being  secured  to  the  cylinder 
liner  by  ^-inch  wrought-iron  screws,  spaced  not  over 
3 inches. 

A similar  backing  ring  and  screws  will  make  a tight 
joint  between  the  same  copper  ring  and  the  facing  pro- 
vided on  the  cylinder  casing.  The  facings  of  lining  and 
casing  and  the  edges  of  ^the  backing  rings  will  be  cham- 
fered to  allow  of  free  expansion. 

7.  Cylinder  Covers. — They  will  be  made  of  cast  iron,  well 
stiffened  by  ribs,  each  fitted  with  a 15 -inch  manhole. 
They  will  be  so  formed  as  to  leave  as  little  clearance  as 
practicable. 

Annular  recesses  will  be  cored  for  the  heads  of  the 
piston  follower  bolts.  Each  cover  will  be  turned  and 
faced  to  fit  its  cylinder  casing,  bored  and  faced  at  man- 
hole, and  finished  on  outside  of  flanges. 

The  cover  of  the  high-pressure  cylinder  will  be 
secured  to  the  cylinder  casing  by  thirty,  the  cover  of 
the  intermediate-pressure  by  thirty-seven,  and  the  cover 
of  the  low-pressure  by  fifty-four  i^-inch  steel  studs. 

Holes  will  be  drilled  and  tapped  for  jack  bolts  and 
eyebolts. 

The  thickness  of  the  covers  will  be  inches  for  the 
high  and  intermediate  pressure  cylinders  and  inches 
for  the  low-pressure  cylinders. 

8.  Cylinder  Manhole  Covers. — They  will  be  of  cast  iron, 
shaped  as  shown  in  the  drawings,  faced  to  fit  manholes, 


7 


and  finished  on  the  outside  of  flanges.  They  will  be 
secured  by  i^-inch  steel  studs,  spaced  as  shown  in  the 
drawings,  and  will  have  holes  drilled  and  tapped  for 
jack  bolts. 

9.  Cylinder  Clearances. — Care  will  be  taken  that  the 
clearances  in  the  cylinders  are  made  no  larger  than 
absolutely  necessary.  After  the  engines  are  set  up  in 
place  and  connected,  the  volume  of  the  clearance  at 
each  end  of  each  cylinder  will  be  carefully  measured  by 
filling  the  space  with  water  or  oil,  and  the  result  plainly 
marked  on  some  conspicuous  part  of  the  cylinder  casing. 
Marks  will  also  be  made  on  the  crosshead  guides  show- 
ing the  position  of  the  pistons  when  the  clearances  were 
measured. 

10.  Steam  Jackets. — The  intermediate-pressure  and  low- 
pressure  cylinders  will  be  steam  jacketed  on  sides  and 
bottoms. 

The  space  left  around  the  working  linings  for  steam 
jackets  will  be  ^ inch  in  depth.  All  ribs  must  be  cored 
out  so  as  to  allow  a free  circulation  of  the  jacket  steam 
and  a free  drainage  of  the  water  of  condensation. 

Steam  for  the  jackets  will  be  taken  from  the  main 
steam  pipe  in  each  engine  room  on  the  boiler  side  of 
each  engine  stop  valve,  by  a 2-inch  pipe.  From  this 
pipe  a I ^ -inch  branch  will  lead  to  the  intermediate- 
pressure  jacket.  This  branch  will  have  a i)4-inch 
adjustable  spring-reducing  valve,  adapted  to  pressures 
^of  from  20  to  8o  pounds  above  atmosphere. 

Another  i^-inch  branch  will  lead  to  the  low-pressure 
jacket.  This  branch  will  have  a i^-inch  adjustable- 
spring  reducing  valve,  adapted  to  pressures  of  from  o to 
30  pounds  above  atmosphere. 

Each  branch  -steam  pipe  will  have  a stop  valve  close 
to  the  jacket. 

There  will  be  on  each  jacket  steam-pipe,  on  the  jacket 
side  of  the  reducing  valve,  a i^-inch  adjustable-spring 
safety  valve,  adapted  to  the  same  pressures  as  the 
reducing  valves. 

A I -inch  drain  will  lead  from  the  lowest  part  cf  each 
jacket  to  an  approved  automatic  trap  with  blow  through 


and  by  paSvS  pipes  and  valves,  thence  to  the  lower  part 
of  the  feed  tank,  with  a branch  to  the  bilge.  Each 
drain  pipe  will  have  a stop  valve  close  to  its  jacket. 
The  drainage  system  of  the  jacket  of  each  cylinder  will 
be  entirely  independent  as  far  as  the  trap  discharge, 
from  which  point  the  drains  may  be  in  common.  All 
pipes  in  the  jacket  drain  system  will  have  union  joints 
so  as  to  be  easily  overhauled. 

11.  Valve  Chests. — The  valve  chest  of  each  high-pres- 
sure cylinder  will  be  fitted  for  one  piston  valve,  each 
intermediate-pressure  and  each  low-pressure  for  two. 

There  will  be  openings  at  each  end  for  inserting  and 
removing  the  valves  and  working  linings;  the  chests 
will  be  accurately  bored  and  faced  for  the  reception  of 
the  working  linings. 

Before  the  insertion  of  the  linings,  the  steam  and 
exhaust  passages  must  be  thoroughly  cleaned  out  and 
pickled,  and  care  taken  that  the  passages  are  nowhere 
contracted  to  less  than  the  specified  areas. 

Each  intermediate -pressure  and  each  low-pressure 
valve  chest  will  have  a 3-inch  adjustable  spring  safety 
valve  of  approved  pattern.  They  will  be  loaded  to  80 
and  30  pounds,  respectively,  for  the  intermediate  and 
low  pressure  chests. 

All  valve  chests  will  also  be  fitted  with  approved  com- 
position drain  cocks  or  valves  that  may  be  operated 
from  the  working  platform,  the  valves  to  discharge 
through  pipes  into  the  bilge  and  feed  tanks,  with  the 
necessary  valves  for  directing  the  water  to  either. 

12.  Valve-Chest  Linings. — There  will  be  a working  lining 
at  each  end  of  each  valve  chest  for  each  piston  valve. 
They  will  be  of  close-grained  cast  iron  as  hard  as  can 
be  properly  worked,  accurately  turned  and  faced  to  fit 
the  casings,  and  accurately  bored  to  an  internal  diam- 
eter of  16  inches  in  the  high  and  in  the  intermediate 
pressure,  and  30  inches  at  the  top  and  28^  inches  at  the 
bottom  in  the  low-pressure,  leaving  the  walls  i inch 
thick  for  the  high  and  intermediate  pressure  and 
inches  for  the  low-pressure  valve  chests. 


9 


. They  will  be  forced  into  place,  making  all  joints  per- 
fectly tight,  and  secured  by  screws  tapped  half  into  the 
linings  and  half  into  the  casings. 

The  steam  ports  will  have  alternating  right  and  left 
diagonal  bridges,  of  such  a section  as  to  permit  of  the 
easy  passage  of  steam,  taking  up  not  more  than  one 
fourth  of  the  port  area. 

The  edges  of  all  ports  will  be  finished  to  a uniform 
outline. 

13.  Valve-Chest  Covers.— They  will  be  made  of  cast  iron, 
as  drawn,  and  will  be  well  ribbed,  as  shown.  They  will 
be  finished  all  over  on  the  outside,  except  the  recesses 
between  the  ribs. 

All  flanges  will  be  turned  and  faced  to  fit  the  openings 
in  valve  chests  and  finished  on  the  outside  and  edges. 
Each  lower  cover  will  be  faced  and  bored  to  receive  the 
valve-stem  stuffing  boxes.  The  cylinder  for  the  balance 
pistons  for  the  high  and  intermediate  pressure  valves 
will  form  part  of  the  upper  covers  for  the  valve  chests, 
and  will  be  bored  to  diameters  of  4 and  4^  inches  re- 
spectively. The  upper  end  of  the  low-pressure  valve 
stems  will  be  guided  as  shown  on  drawing.  Lugs  will 
be  fitted  in  the  steam  chests  to  prevent  the  rings  from 
overriding  the  seats  when  • valves  are  disconnected. 
There  will  be  approved  provision  for  proper  oiling  of 
the  valve  stems.  Each  upper  cover  of  the  high  pressure 
and  intermediate  pressure  valve  chests  will  have  a 
smaller  cast-iron  cover,  finished  all  over,  flanged  and 
bolted  on,  over  the  openings  for  the  balance  pistons. 
The  lower  covers  will  have  the  necessary  faces  for  se- 
curing valve-stem  crosshead  guides. 

14.  Piston  Valves. — The  high  pressure,  the  intermediate- 
pressure,  and  low-pressure  piston  valves  will  be  of  cast 
iron,  the  thicknesses  to  be  as  shown  on  the  drawings. 
Each  valve  will  be  made  in  two  parts.  Each  of  these 
parts  will  consist  of  a hollow  piston,  with  follower,wear 

■ ing  ring,,  and -twe- packing  ring^.  The  two  parts  will  be 
separated  when  in  position  by  a distance  piece  for  the 
high  and  intermediate  pressure  and  a tube  for  the  low- 
5758—2 


1 


10 


pressure  of  such  lengths  as  to  make  the  steam  and  ex- 
haust laps  as  required.  The  diameter  of  the  upper  part 
of  the  low-pressure  valve  will  be  inches  larger  than 
the  bottom  part,  the  live  steam  being  between  the  end 
sections.  The  two  sections  of  the  low-pressure  valve  will 
be  connected  by  a steel  tube  i9^inches  internal  diameter 
and  inch  thick.  The  tube  will  be  flanged  at  the  ends 
and  bolted  to  the  end  sections  as  shown  on  the  drawings. 

The  followers  of  all  the  valves  will  be  of  cast  iron  or 
cast  steel,  secured  in  place  by  steel  through  bolts  with 
wrought-iron  nuts  and  brass  split  pins.  The  follower 
bolts  will  pass  through  lu^s  on  the  inside  of  the  valve 
shell  and  have  their  heads  so  formed  and  fitted  as  to  pre- 
vent turning.  The -wearing  rings  will  be  of  cast  iron7 
finished  to  a neat  end  fit  between  packing  rings,  and  they 
-will  be  smoothly  and  accurately ■ turned  and  faced. — The 
packing  rings  will  be  of  hard  cast  iron,  turned  larger  than 
the  bore  of  valve  seat,  cut  square,  and  bolted  together  as 
shown. 

15.  Valve  Stems. — The  high-pressure  valve  stems  will 
take  hold  of  the  link  blocks. 

The  lower  end  of  each  intermediate-pressure  and  low- 
pressure  valve  stem  will  be  secured  to  its  crosshead  by 
a collar  nut  above  and  below  the  crosshead,  the  nuts 
being  kept  from  turning  by  set  screws. 

The  holes  in  crossheads  of  valve  stems  will  be  ellip- 
tical. 

The  upper  ends  of  the  valve  stems  will  be  constructed 
as  shown  in  drawings,  the  high  pressure  and  intermediate 
pressure  for  securing  balancing  pistons,  and  the  low 
pressure  for  a guide  for  the  valve. 

16.  Valve-Stem  Crosshead  Guides. — The  valve-stem  cross- 
heads for  the  intermediate  and  low  pressure  valves  will 
be  made  of  forged  or  cast  steel.  They  will  be  guided  by 
a square  guide  rod  working  in  a bearing  to  resist  the 
angular  thrust  of  the  eccentric  rods,  and  will  be  con- 
nected from  each  end  to  a rocker  shaft,  as  shown,  to  pre- 
vent the  valves  altering  their  positions  in  relation  to 
each  other. 


11 


The  rocker  arms  will  be  shrunk  and  keyed  firmly  to 
their  shafts  and  the  rocker  shafts  will  vibrate  in  bearings 
bolted  to  facings  on  the  cylinder  castings.  The  high- 
pressure  stem  W’ill  be  guided  by  a bracket  bolted  to  the 
valve-chest  cover. 

17.  Cylirider  Relief  Valves.  — There  will  be  an  adjustable 
spring-relief  valve  of  3^  inches  diameter  on  each  end  of 
the  high-pressure,  intermediate-pressure,  and  low-pres- 
sure cylinders.  The  valves  and  their  casings  will  be  of 
composition.  Pipes  will  lead  from  the  relief-valve  cas- 
ings to  the  bilge  with  easily  broken  joints. 

These  valves  will  have  nickel  seats  or  their  equivalent, 
and  the  valve  fittings  will  be  so  constructed  that  the 
valves  can  be  easily  overhauled  without  slacking  the 
springs  and  so  that  steam  will  not  come  into  contact  with 
the  springs.  The  springs  will  have  approved  means  of 
' adjustment,  and  will  be  long  enough  to  allow  the  valves 
to  open  to  their  full  extent  without  unduly  increasing 
the  load,  and  will  be  nickel-plated.  The  valves  will  be 
guided  by  loosely  fitting  wings.  The  springs  will  bear 
on  shoulders  on  spindles  which  fit  loosely  in  sockets  re- 
cessed in  the  backs  of  the  valves.  These  spindles  will 
be  so  fitted  that  the  valves  can  be  moved  by  the  applica- 
tion of  a lever.  The  valves  will  be  fitted  with  casings 
and  drain  pipes,  which  will  prevent  people  being  scalded 
by  hot  water  from  the  cylinders.  Suitable  fulcrums  will 
be  on  casings  for  the  application  of  levers  for  working 
the  valves,  one  lever  to  be  furnished  for  each  engine 
\ room.  All  springs  must  pass  a satisfactory  test. 

The  spring  casing  of  each  valve  will  be  fitted  with  a 
suitable  lock;  all  locks  to  have  interchangeable  keys. 

18.  Cylinder  Drain  Cocks. — Each  cylinder  will  be  fitted 
with  a 1 -inch  asbestos-packed  drain  cock,  placed  so  as 
to  drain  the  cylinder  thoroughly.  The  cocks  must  be 
perfectly  tight  without  undue  friction.  The  drain  cocks 
of  each  cylinder  of  each  engine  will  be  worked  by  a sep- 
arate lever  at  the  working  platform.  All  the  drain  cocks 
of  each  engine  will  discharge  into  a pipe  leading  to  the 
fresh- water  side  of  the  condenser  with  a branch  to  the 


12 


bilge.  This  pipe  will  have  a stop  valve  near  the  con- 
denser, and  will  have  a spring  non-return  valve,  without 
hand  gear,  which  can  open  to  the  bilge  discharge  when 
the  drain  to  condenser  is  closed,  but  which  will  prevent 
air  entering  the  condenser  at  any  time.  Small  drain 
cocks  will  be  fitted  to  the  lowest  parts  of  drain  pipes. 

19.  Engine  Throttle  Valves. — Each  engine  will  have  a 
1 2-inch  throttle  valve,  bolted  to  the  high-pressure  cylinder 
casing. 

Each  throttle  valve  will  consist  of  an  approved  bal- 
anced single  poppet  valve  next  the  engine,  working  with 
a hand  wheel  or  lever,  and  also  a butterfly  valve  working 
with  a lever.  Both  valves  will  be  in  one  casing,  the  stem 
of  the  poppet  valve  being  vertical  and  that  of  the  butterfly 
valve  horizontal.  Both  valves  and  their  casing  will  be  of 
composition.  The  butterfly  valve  will  be  so  constructed 
as  not  to  jam  on  its  seat. 

20.  Piston-Rod  Stuffing  Boxes. — They  will  be  made  of 
composition  and  fitted  with  approved  metallic  packing, 
with  efficient  means  of  lubrication.  The  packing  of  each 
stuffing  box  will  be  made  in  at  least  two  independent 
sections,  so  that  in  case  of  injury  to  one  section  the  other 
will  make  a tight  joint  alone  ; this  packing  to  be  in  all 
respects  equal  to  the  best  in  the  mar  bet,  and  subject  to 
the  approval  of  the  Bureau  of  Steam  Engineering. 

21.  Valve-Stem  Stuffing  Boxes. — They  will  be  made  of 
composition  and  fitted  with  approved  metallic  packing, 
with  efficient  means  of  lubrication.  The  packing  of  each 
stuffing  box  will  be  made  in  at  least  two  independent 
sections,  so  that  in  case  of  injury  to  one  section  the  other 
alone  will  make  a tight  joint ; this  packing  to  be  in  all 
respects  equal  to  the  best  in  the  market,  and  subject  to 
the  approval  of  the  Bureau  of  Steam  Engineering. 

22.  Pistons. — They  will  be  made  of  cast  steel,  and  will  be 
dished.  The  followers  will  be  made  of  cast  or  forged 
steel  of  such  size  and  sections  as  shown  in  drawings, 
secured  in  place  by  i^-inch  bolts,  spaced  as  shown  on 
drawings. 


13 


The  follower  bolts  will  be  steel  studs,  screwed  into  the 
pistons;  the  bodies  of  the  studs  to  be  square,  passing 
through  square  holes  in  the  followers.  The  follower- 
bolt  nuts  will  be  of  wrought  iron,  finished  and  case- 
hardened,  each  nut  to  be  secured  in  place  by  a brass  split 
pin  of  ample  size. 

Each  piston  will  have  two  packing  rings,  each  ^ inch 
wide  and  ^ inch  thick,  of  hard  cast  iron,  cut  obliquely 
and  tongued. 

The  packing  rings  will  be  set  out  by  steel  springs  of 
approved  pattern,  all  set  to  an  equal  and  proper  tension. 
There  will  be  sufficient  clearance  between  the  piston  and 
cylinder  to  allow  for  difference  of  expansion. 

Each  packing  spring  must  be  so  secured  in  the  piston 
as  to  be  firmly  held  in  place  and  easily  inserted  and 
removed.  The  springs  must  be  of  best  spring  steel, 
properly  tempered. 

Each  piston  must  be  carefully  gauged,  and  care  taken 
that  the  clearance  between  the  piston  and  cylinder  head 
and  cover  is  as  called  for  on  the  drawings. 

When  completed  the  pistons  must  be  carefully  weighed, 
and  no  excess  of  weight  will  be  allowed  over  that  due  to. 
the  dimensions  shown  in  the  drawings. 

23.  Piston  Rods. — The  piston  rods  will  be  of  forged  steel, 
inches  diameter.  They  will  be  turned  to  fit  the 
pistons  and  ^rossheads,  with  collars  as  shown,  and  fitted 
each  with  a composition  nut  at  piston  end,  secured  by  a 
screw-stop  pin  and  a steel  nut  with  collar  at  crosshead 
end.  The  nut  at  crosshead  end  will  be  secured  by  a set 
screw.  The  parallel  parts  will  be  smoothly  and  accur- 
ately turned. 

Each  piston  rod  will  have,  at  its  seating  in  the  piston, 
a collar  of  7^  inches  diameter  and  inches  thick,  well 
filleted,  and  recessed  in  the  piston  as  shown. 

At  the  crosshead  end  each  piston  rod  will  have  a collar 
7 inches  diameter  and  i inch  thick. 

From  the  collar  to  the  end  of  the  crosshead  the  rod 
will  taper  to  534^  inches  diameter. 

The  piston  rod  will  be  kept  from  turning  in  the  piston 
and  crosshead  by  stop  pins. 


7^ 


14 


24.  Crossheads. — The  crossheads  will  be  made  of  cast 
or  forged  steel;  the  pins  will  be  7 inches  diameter  and  8 
inches  long,  and  will  have  a central  hole  tapering  from 
3^  to  2 inches  diameter.  Each  crosshead  will  have 
wearing  slippers  working  between  guides  on  the  inverted 
Y frames.  The  hole  for  the  piston  rod  will  be  accurately 
bored  to  fit  the  taper  on  the  piston  rod.  The  slippers 
will  be  of  composition  or  cast  steel,  faced  with  white 
metal  fitted  in  dovetailed  recesses,  and  hammered  in 
place,  and  will  be  of  the  shape  shown  in  drawing. 

25.  Connecting  Rods. —The  connecting  rods  with  theiJ^ 
caps  and  bolts  will  be  of  forged  steel,  finished  all  over- 
They  will  be  84  inches  long  between  centers,  turned 
6^  inches  diameter  at  the  small  end  and  8 inches  at  the 
large  end,  the  sides  faced  off  to  a uniform  thickness  of 

inches. 

The  crosshead  of  each  rod  will  be  forked  to  span  the 
crosshead. 

The  crank-pin  end  of  each  rod  will  be  increased  in 
thickness  to  10^  inches  for  the  after  engine  and  13  inches 
for  the  forward  engine,  faced  on  each  side  and  squared 
on  the  end  for  the  brasses.  A circular  recess  will  be 
bored  in  the  end  of  the  connecting  rod  for  the  reception 
of  a steadying  boss  on  the  back  of  the  brass.  The  lower 
end  of  the  connecting  rod  will  be  lightened  by  a hole  as 
shown.  > 

The  crank-pin  and  crosshead  ends  will  be  provided 
with  brasses  and  steel  caps. 

The  bolts  will  have  recessed  nuts  and  set  screws. 

The  cap  bolts  at  the  crank-pin  end  will  be  provided 
with  set  screws  for  holding  their  weight  when  backing 
off  the  nuts,  and  in  the  upper  end  will  be  a tapped  hole 
for  screwing  in  an  eyebolt  for  handling. 

The  bolts  will  pass  through  the  brasses,  the  whole  bolt 
being  covered  by  the  brass. 

Composition  distance  pieces  will  be  fitted  between  the 
brasses  so  as  to  be  removable  without  taking  out  the 
bolts. 

Each  cap  will  have  two  eyebolts  for  handling. 


15 


26.  Crank-Pin  Brasses. — They  will  be  accurately  fitted  to 
the  connecting-rod  ends  and  secured  by  the  cap  bolts  as 
before  specified.  They  will  be  fitted  with  approved  white 
metal  in  strips,  accurately  fitted  to  the  crank  pins,  and 
properly  fitted  for  distribution  of  oil.  They  will  be 
faced  with  sufficient  clearance  between  crank  webs  to 
prevent  nipping  when  heated. 

27.  Crosshead  Brasses. — They  will  be  accurately  fitted  to 
the  crosshead  piUvS,  and  properly  fitted  for  the  distribu- 
tion of  oil. 

28.  Engine,Pranies. — Each  cylinder  will  be  supported  on 
two  cast-steel  inverted  Y frames,  or  approved  built-up 
frames  if  desired  by  the  contractors.  The  upper  ends 
of  the  frames  will  be  flanged  and  secured  by  steel  body- 
bound  bolts  to  the  feet  cast  on  the  cylinders  as  shown, 
and  the  lower  ends  will  be  flanged,  faced,  and  bolted  to 
facings  on  the  bedplates  with  body-bound  bolts  in  the 
outer  flanges  as  shown.  The  columns  will  be  of  the 
general  thickness  of  % inch  with  the  flanges  as  shown 
on  drawing.  There  will  be  facings  provided  for  reversing 
engine,  reversing  shaft  brackets  and  tie  rods,  as  shown. 

The  inside  of  the  frames  will  have  ribs  and  facings  cast 
on  them,  to  which  will  be  bolted  the  cast-iron  crosshead 
guides. 

The  space  between  the  cast-iron  guides  and  the  column 
will  be  utilized  for  water  circulation. 

29.  Bedplates. — They  will  consist  each  of  steel  castings 
of  I section;  the  upper  and  lower  flanges  will  be  con- 
nected to  the  web  and  stiffened  by  ribs  as  shown.  They 
will  be  properly  finished  and  faced  for  crank-shaft  brasses 
and  caps,  and  for  the  flanges  of  the  supporting  frames 
and  columns.  The  bedplates  will  be  secured  to  the 
engine  keelsons  by  ij^-inch  body-bound  forged  steel 
bolts,  setting  up  on  raised  facings  on  the  lower  flange. 

30.  Crank-Shaft  Bearings. — The  bearings  for  the  crank 
shaft  will  be  in  two  parts,  the  upper  part  and  cap  being 
a steel  casting  lined  with  white  metal  fitted  into  dove- 
tailed recesses  and  hammered  in  place.  The  lower  part 


16 


of  the  bearing  will  be  of  composition  as  shown,  fitted  as 
the  cap,  with  white  metal,  and  turned  to  fit  a composition 
or  steel  chock  in  which  it  rests.  The  cap  and  bottom 
brass  will  have  provision  made  for  circulating  water 
through  them,  and  will  be  fitted  with  ample  oil  channels. 
Each  cap  will  have  an  oval  hand-hole  for  the  purpose  of 
feeling  the  journal.  The  hand-hole  will  have  a box- 
shaped cover,  for  holding  tallow,  the  bottom  being  per- 
forated and  extending  to  within  a quarter  of  an  inch  of 
the  journal. 

The  caps  will  be  secured  by  two  steel  through  bolts 
fitted  as  shown,  each  bolt  3^  inches  diameter,  and  having 
approved  provision  made  against  the  nuts  backing  off. 

The  bolts  will  be  screwed  into  square  nuts,  placed  as 
shown,  and  will  butt  against  a chock  placed  on  the  lower 
web  to  hold  the  bolt  in  position. 

After  the  engines  are  secured  in  the  vessel,  the  bearings 
will  be  bored  out  to  perfect  alignment  if  required.  They 
will  also  be  trued  on  their  shafts  and  any  defects  made 
good  by  scraping  to  a proper  bearing. 

The  bearing  will  be  so  fitted  that  the  only  bearing  of 
the  journal  will  be  on  the  white-metal  surface. 

The  bottom  brasses  will  be  so  fitted  that  they  can  be 
removed  without  taking  out  the  shafts. 

There  will  be  no  flanges  on  the  brasses  or  saddle,  but 
the  saddle  will  be  held  in  place  by  tap  bolts  passing  up- 
ward through  the  web  of  the  frame  as  shown. 

31.  Crosshead  Guides. — The  guides  to  take  the  thrust  of 
the  crosshead  will  be  of  cast  iron.  They  will  be  bolted 
to  the  facing  cast  on  the  inverted  Y frames.  The  space 
back  of  the  guides  between  the  ribs  and  facings  on  the 
columns  will  form  a water  passage  for  circulation  of 
water  to  keep  the  guides  cool.  Cast-iron  lips  will  be  cast 
on  both  backing  and  go-ahead  guides  to  take  the  side 
thrust.  The  guides  will  be  smoothly  and  accurately 
finished,  and  will  be  fitted  in  place  to  proper  alignment. 
Brass  oil  boxes  will  be  screwed  to  lower  end  of  each 
guide. 

32.  Valve  Gear. — It  will  be  of  the  Stephenson  type  with 
double-bar  links.  All  valves  will  be  worked  direct. 


17 


There  will  be  one  crosshead  for  the  intermediate-pres- 
sure and  one  for  the  low-pressure  valve  stems. 

The  valve  gear  will  be  so  adjusted  that  the  mean  cut- 
off in  full  gear  for  both  ends  of  each  cylinder  will  be 
about  0.7  stroke. 

33.  Eccentrics. — They  will  be  of  cast  i!*on,  each  in  two 
parts. 

The  two  parts  of  each  eccentric  will  be  neatly  fitted 
together  and  secured  by  two  forged-steel  bolts.  They 
will  be  bored  out  to  a snug  fit  on  the  seatings  and  turned 
accurately  on  the  outside  to  an  eccentricity  of  4^  inches 
for  the  high,  the  intermediate,  and  the  low  pressure. 
The  seatings  for  the  eccentrics  will  be  on  the  crank 
shafts.  The  eccentrics  will  be  recessed  at  each  side  for 
the  flanges  of  the  eccentric  straps.  Each  backing  eccen- 
tric will  be  securely  keyed  on  the  shaft,  and  each  go- 
ahead  eccentric  will  be  secured  to  the  corresponding 
backing  eccentric  by  through  bolts  in  slotted  holes,  the 
holes  to  be  filled  up  after  the  the  eccentrics  are  set. 

The  H.  P.  eccentric  will  be  3^  inches  wide. 

The  I.  P.  eccentric  will  be  4^  inches  wide. 

The  L.  P.  eccentric  will  be  5 inches  wide. 

34.  Eccentric  Straps. — They  will  be  of  composition,  fin- 
ished all  over,  made  with  flanges  to  fit  the  recesses  of 
eccentrics  and  with  lugs  for  the  clamping  of  bolts  and 
for  the  eccentric  rods.  The  two  parts  of  each  strap  will 
be  held  together  by  two  forged-steel  bolts  with  finished 
heads,  lock  nuts,  and  split  pins,  and  fitted  with  channeled 
brass  distance  pieces.  Each  strap  will  be  lined  with  white 
metal  fitted  into  dovetailed  recesses  and  hammered  in 
place.  They  will  be  accurately  and  smoothly  bored  to 
fit  the  eccentrics  both  on  face  and  recesses,  and  properly 
channeled  for  oil. 

35.  Eccentric  Rods. — They  will  be  of  forged  steel,  fin- 
ished all  over.  Each  rod  will  have  a T head  secured  to 
its  eccentric  strap  by  two  forged-steel  stud  bolts  with 
nuts  locked  in  place. 

The  upper  end  of  each  rod  will  be  forked  to  span  the 
link,  and  fitted  with  adjustable  brasses,  as  shown. 

5758—3 


V 


18 


The  two  brasses  in  the  forks  of  each  rod  must  be  fitted 
accurately  in  line  with  each  other,  and  smoothly  bored 
to  fit  the  link  pins.  The  distance  from  centers  of  eccen- 
trics to  centers  of  link  pins  will  be  6 feet  9 inches. 

The  high  and  intermediate  pressure  eccentric  rods  will 
be  open,  and  those  of  the  low  pressure  will  be  crossed. 

36.  Main  Links. — They  will  be  of  the  double-bar  pattern, 
of  forged  steel,  finished  all  over.  They  will  all  have  the 
pins  for  eccentric  rods  forged  on  and  finished  to  25  inches 
between  centers.  Extensions  of  the  pins  at  the  ahead 
motion  end  of  each  link  will  form  the  pins  for  suspen- 
sion rods.  Each  pair  of  bars  will  be  secured  together  by 
through  bolts  of  forged  steel,  and  thimbles  fitted  with 
forged  steel  nuts  well  secured  with  split  pins. 

37.  Link  Blocks. — They  will  be  of  forged  steel,  finished 
all  over.  They  will  consist  each  of  a link  block  termi- 
nating at  each  end  in  a pair^of  jaws  to  span  the  corre- 
sponding bar  of  the  link.  The  jaws  will  be  fitted  with 
composition  gibs  finished  to  the  curve  of  the  links,  the 
outer  gibs  being  fitted  with  keys  with  screw  adjustment. 

38.  Suspension  Links. — Each  Stephenson  link  will  be  sus- 
pended from  the  corresponding  arm  of  the  reversing 
shaft  by  forged-steel  suspension  links. 

The  ends  of  these  links  will  be  fitted  with  brasses  and 
caps  on  main  links  and  reversing-shaft  arms. 

39.  Valve-Stem  Crossheads. — The  intermediate-pressure 
and  low-pressure  valve  stems  will  have  forged  or  cast 
steel  crossheads,  the  crossheads  taking  hold  of  the  link 
blocks  directly.  The  ends  of  these  valve  stems  passing 
through  the  bosses  in  crossheads  will  be  threaded,  and 
will  be  secured  to  crosshead  by  a collar  nut  above  and 
below  boss,  the  holes  in  the  bosses  being  elliptical.  The 
collar  nuts  will  be  kept  from  turning  by  set  screws.  A 
key  way  will  be  cut  in  both  the  valve  stem  and  its  boss 
in  the  crosshead  to  receive  a key  to  keep  the  valve,  stem 
from  turning.  The  high-pressure  valve  stem  will  take 
hold  of  the  linkblock  directly. 

The  intermediate  and  low  pressure  valve-stem  cross- 
heads will  have  a square  guide  in  the  middle,  passing 


19 


through  a guide  bracket  lined  with  composition,  as  shown. 
In  addition  to  which  they  will  be  connected  to  rocker 
arms,  as  shown,  to  prevent  the  valves  changing  their 
position  in  relation  to  each  other. 

The  bearings  for  these  connections  will  be  outside  the 
valve  stems  on  the  intermediate-pressure  crosshead  and 
between  them  for  the  low-pressure  crosshead. 

40.  Reversing  Gear. — The  reversing  gear  for  each  engine 
will  consist  of  a steam  cylinder  and  a hydraulic  controll- 
ing cylinder,  placed  horizontally  and  acting  directly  on 
an  arm  fixed  on  the  reversing  shaft.  Each  will  be  placed 
on  the  after  side  of  the  intermediate-pressure  column  of 
its  engine  with  the  steam  cylinder  inboard.  The  steam 
piston  rod  will  be  secured  to  a steel  crosshead  connect- 
ing with  the  arm  on  the  reversing  shaft.  The  piston  rod 
will  pass  through  the  controlling  cylinder  with  uniform 
diameter.  The  valve  of  the  steam  cylinder  will  be  of  the 
piston  pattern,  of  compositioil,  working  in  a composition- 
lined  valve  chest.  There  will  be  a by-pass  valve  on  the 
hydraulic  cylinder,  which  will  be  worked  by  a continua- 
tion of  the  stem  of  the  steam  piston  valve.  These  valves 
will  be  worked  by  a system  of  differential  levers,  the 
primary  motion  being  derived  from  the  hand  lever  on 
the  working  platform  and  the  secondary  motion  from 
a pin  on  the  reversing  arm,  all  parts  being  so  adjusted 
that  the  reversing  engine  shall  follow  the  motion  of  the 
hand  lever  and  be  firmly  held  when  stopped.  There 
will  be  a stopcock  in  the  by-pass  pipe  of  the  hydraulic 
cylinder,  and  a pump  for  reversing  by  hand  will  be  con- 
nected to  the  hydraulic  cylinder  with  its  lever  conve- 
nient to  the  working  platform.  The  by-pass  pipes  will 
be  connected  to  the  valve  box  of  the  handpump  in  such 
a way  as  to  leave  the  hand  arrangements  always  in  gear. 
The  piston  of  the  hydraulic  cylinder  will  be  packed  by 
two  cup  leathers.  Steam  for  the  reversing  engine  will 
be  taken  from  the  auxiliary  and  main  steam  pipes  out- 
side the  throttle  valve. 

41.  Reversing  Shafts. — There  will  be  one  forged  steel 
reversing  shaft  for  each  engine.  It  will  have  five  arms. 


20 


two  for  the  reversing  engine  and  one  for  each  link.  The 
shaft  will  be  supported  by  suitable  bearings.  Each  re- 
versing arm  for  the  links  will  be  made  with  a slot  fitted 
with  a cast-steel  block,  to  which  the  suspension  rods  will 
be  attached.  Each  block  will  be  adjustable  in  the  slot  of 
its  arm  by  a screw  and  hand  wheel  with  approved  lock- 
ing device,  and  will  be  fitted  with  a suitable  index.  The 
slots  in  these  arms  will  be  so  arranged  that  the  links  may 
always  be  thrown  into  full  backward  gear  irrespective 
of  the  position  of  the  block  in  the  slot ; and  the  length 
of  the  slots  will  be  such  that  the  cut  off  may  be  varied 
from  about  0.5  to  0.7  of  the  stroke.  All  the  arms  will  be 
neatly  fitted  and  keyed  to  the  shafts. 

42.  Exhaust  Pipes. — One  14^ -inch  copper  pipe,  with  two 
1 6^ -inch  branches,  will  lead  from  the  exhaust  side  of 
each  high-pressure  valve  chest  to  the  valve  chest  of  the 
corresponding  intermediate  cylinder. 

A 20-inch  cast-composition  pipe  will  lead  from  the  ex- 
haust side  of  the  intermediate-pressure  valve  chest,  and 
expanding  to  22  inches  diameter  where  it  bolts  to  low- 
pressure  valve  chest.  It  will  be  provided  with  slip  joint 
as  shown. 

A 24^ -inch  copper  pipe  will  connect  the  low-pressure 
valve  chest  with  the  condenser. 

The  exhaust  pipes  from  intermediate-pressure  to  low- 
pressure  cylinders  will  be  right  and  left  handed,  as  shown. 

43.  Reversing-Shaft  Bearings. — They  will  be  made  of  cast- 
iron  with  bottom  brasses  and  composition  caps,  and  will 
be  securely  bolted  to  their  supports.  They  will  be  bored 
to  fit  the  journals  of  the  shafts. 

The  caps  will  be  secured  with  lock  nuts. 

44.  — Working  Platforms. — The  floors  on  the  inboard  side 
of  each  main  engine,  between  the  high  and  intermediate 
pressure  cylinders,  will  be  conveniently  arranged  to 
serve  as  working  platforms.  The  counter,  revolution  in- 
dicators, clocks,  gauges,  telegraph  dials,  and  other  engine- 
room  fittings  will  be  so  placed  near  the  working  platforms 
as  to  be  in  full  view  while  working  the  engines.  Speak- 
ing-tube mouthpieces  and  telegraph  levers  will  be  con- 
veniently placed. 


7- 


21 


45.  Working  Levers  and  Gear. — There  will  be  at  each 
working  platform  the  following  hand  gear,  viz  : 

One  reversing  lever  ; 

One  hand  wheel  for  letting  live  steam  into  intermediate 
valve  chest ; 

One  hand  wheel  for  letting  live  steam  into  low-pressure 
valve  chest  ; 

Three  cylinder  drain-cock  levers;  hand-reversing  pump 
lever  ; throttle-valve  lever  ; bleeder- valve  hand  wheel  ; 
reversing-engine  stop-valve  hand  wheels  for  steam  and 
exhaust ; throttle  stop-valve  hand  wheel. 

All  levers  will  have  spring  latches  of  “ locomotive  pat- 
tern.” The  latches  on  reversing  levers  will  be  of  the 
best  type  and  subject  to  the  approval  of  the  Bureau  of 
Steam  Engineering. 

46.  Shafts. — All  the  crank,  line,  thrust,  and  propeller 
shafts  will  be  of  forged  steel.  Each  length  will  be  forged 
solid  in  one  piece,  and  will  have  a hole  drilled  axially 
through  it  and  through  the  crank  pins  from  end  to  end. 

All  shafts  will  be  finished  all  over.  They  will  be  sup- 
ported as  shown. 

47.  Crank  Shafts.— There  will  be  three  sections  of  crank 
shafts  for  each  propelling  engine.  Each  section  will 
have  a crank  of  21  inches  throw,  and  will  have  a coupling 
disk  forged  on  each  end,  except  the  forward  end  of  each 
high-pressure  crank  shaft  and  the  after  end  of  the  for- 
ward low-pressure  crank  shaft,  which  will  be  fitted  for 
disconnecting  coupling  as  shown.  The  coupling  disks 
for  the  after  engine  will  be  4 inches  thick  and  30^  inches 
diameter,  and  those  for  the  forward  engine  3 inches  thick 
and  25^  inches  diameter. 

The  length  of  each  shaft  for  the  after  engine  will  be, 
for  the  high-pressure  about  ii  feet  8^  inches,  for  the  in- 
termediate-pressure 9 feet  3^  inches,  and  for  the  low- 
pressure  7 feet  2 inches.  The  length  of  each  shaft  for 
the  forward  engine  will  be,  for  the  high-pressure  7 feet 
3 inches,  for  the  intermediate-pressure  9 feet  3^  inches, 
and  for  the  low-pressure  8 feet  5 inches.  There  will  be 
two  journals  on  each  section  of  shafting,  one  on  each 


'ti 

& 

V 

- 


22 


side  of  the  crank,  those  for  the  after  engine  being  17 
inches  in  diameter  and  those  for  the  forward  engine  13^^ 
inches  in  diameter. 

The  crank  pins  for  the  after  engine  will  be  17  inches 
diameter  and  14^  inches  long,  and  those  for  the  forward 
engine  13^  inches  diameter  and  17  inches  long. 

. The  crank  webs  for  the  after  engine  wilb each  be  18% 
inches  wide  and  ii^  inches  thick,  and  those  for  the  for- 
ward engine  15  inches  wide  and  9 inches  thick.  The 
webs  to  be  chamfered  as  shown  in  the  drawings.  - 

There  will  be  a raised  seating  on  each  section^  shaft- 
ing for  the  eccentrics.  On  the  forward  ei^  of  the  after 
high-pressnre  and  the  after  end  of  the  forwa^  low-pres- 
sure cranks  will  be  forged  the  disengaging  coupling 
hereinafter  described.  The  crank  pins  must  b^ accu- 
rately parallel  to  the  main  journals.  Ahk^^uilmals  are 
to  be  smoothly  and  accurately  turned,  and  when  fijiished 
will  be  tested  and  their  accuracy  proved.  There  will  be 
a hole  7j^  and  6 inches  in  diameter  bored  axially  through 
each  shaft  and  crank  pin  of  the  after  and  forward  en- 
gines, respectively.  When  bolted  together  the  cranks  of 
each  engine  will  be  at  angles  of  120^  to  each  other — the 
intermediate  to  follow  the  high-pressure  and  the  low- 
pressure  to  follow  the  intermediate.  The  disconnecting 
coupling  will  be  so  placed  that  when  the  two  engines 
are  coupled  the  high-pressure  cranks  will  be  opposite. 

The  ends  of  the  hole  in  each  crank  pin  will  be  closed 
by  a brass  plate  fastened  on  with  countersunk  screws. 

Two  radial  ^-inch  holes  will  be  drilled  in  each  crank 
pin  from  the  outside  of  the  bore. 

The  various  lengths  of  the  crank  shafts  will  be  coupled 
to  each  other  by  forged  steel  bolts.  All  holes  in  each 
coupling  will  be  drilled  or  reamed  to  template.  The 
bolts  will  be  finished  to  fit  the  whole  snugly,  and  each 
fitted  with  wrought-iron  nut  and  split  pin. 

A worm  wheel  for  turning  the  shaft  will  be  fitted  where 
directed. 

48.  Disconnecting  Coupling. — This  couplingwill  be  formed 
by  connecting  a crank  on  the  forward  shaft  to  one  on  the 
after  shaft  by  means  of  a drag  link.  The  forward  coup- 


That  portion  on  page  23  of  Paragraph  50,  relating  to 
the  after  section  of  propeller  shaft  will  be  so  amended  as 
to  read: 

The  after  section  of  each  propeller  shaft  will  be  of  Nickel 
Steel  17  inches  in  diameter  and  about  41  feet  6 inches  over 
all.  The  lengths  of  these  shafts  will  be  taken  from  ship.  ' 
An  11-inch  hole  will  bej-bored  through  the  after  section, 
the  hole  being  tapered  ^^here  it  passes  through  the  pro- 
peller hub,  the  taper  bei^g  such  that  there  will  not  be  less 
than  4 inches  thickness  ^fj  metal  around  the  hole  in  any 
section  of  that  part  of  the  fehaft  in  the  propeller  hub.  1 


23 


ling  crank  will  have  a throw  of  i4-  inches,  and  the  after 
one  a throw  of  24^  inches. 

The  forward  crank  pin  will  be  forged  or  shrunk  in  the 
crank  web,  and  the  after  one  will  be  fitted  for  being  drawn 
back  from  the  face  of  the  web.  The  section  of  the  after 
pin  will  be  wedge-shaped,  fitting  into  a similar  hole  in 
the  web.  The  pin,  when  in  position,  will  be  jammed  into 
its  seat  by  means  of  four  2^inch  set  screws  on  the  end  of 
the  crank.  There  will  be  a key  underneath  the  pin  for 
raising  it  from  its  seat  when  it  is  to  be  moved.  The  pin 
will  be  moved  into  position  and  withdrawn  by  means  of 
a bolt  attached  to  the  bulkhead  as  shown. 

When  the  engines  are  disconnected  the  drag  link  hangs 
on  the  forward  pin  and  the  after  pin  is  withdrawn  so  as 
to  clear  the  link. 

The  drag  link  is  formed  of  a single  strap  gib  and  ke}", 
with  a strut  and  single  brass,  one  bearing  being  formed 
by  the  crown  of  the  strap  and  one  end  of  the  strut,  and 
the  other  bearing  being  formed  by  a half  brass  and  the 
other  end  of  strut. 

49.  Thrust  Shafts. — They  will  be  16^  inches  in  diameter, 
about  12  feet  long  over  all,  with  7^ -inch  axial  holes. 
Each  shaft  will  have  13  thrust  collars  2 inches  wide,  with 
spaces  of  3 inches,  the  collars  to  be  21^  inches  outside 
diameter.  There  will  be^coupling  disk;^  forged  on  the 
forward  and  aft^r  end^  3^  inches  thick  and  2 feet  /inches 
diameter. 

The  bolt  holes  in  the  couplings  will  be  drilled  or  reamed 
to  template,  and  will  be  spaced  the  same  as  those  in  the 
crank-shaft  couplings. 

50.  Propeller  Shafts. — The  propeller  shafts  will  each  be 
in  two  sections,  the  forward  section  18  inches  diameter 
and  about  30  feet  long  over  all;  the  after  section  will  be 
17  inches  diameter  and  about  41  feet  6 inches  over  all. 
The  lengths  of  these  shafts  will  be  taken  from  the  ship. 
A 7^ -inch  axial  hole  will  be  bored  through  the  after  sec- 
tion, the  hole  being  tapered  where  it  passes  through  the 
propeller  hub.  The  forward  section  will  have  a ii-inch 
hole  bored  from  the  after  end  to  the  coupling  seating  at 
the  forward  end,  where  it  will  be  reduced  to  4 inches. 


I 


is- 


24 


The  forward  section  will  be  covered  from  the  after  to 
forward  couplings  with  a composition  casing,  shrunk  and 
pinned  on,  and  perfectly  water  tight;  the  joints  will  lap 
over  each  other  i inch.  The  forward  and  after  ends  of 
the  casing  will  be  tapered,  and  the  shaft  at  the  after  end 
of  the  casing  protected  by  a fillet  of  soft  solder. 

The  inboard  end  of  the  forward  shaft  will  be  fitted 
with  a forged-steel  coupling  15  inches  long,  secured  by 
three  steel  keys.  Back  of  this  coupling  there  will  be  a 
groove  6 inches  wide  and  i inch  deep,  cut  in  the  shaft,  in 
which  will  be  fitted  a collar  in  halves  of  the  same  diameter 
as  the  outside  of  the  coupling,  and  secured  to  it  and  to 
the  coupling  on  the  thrust  shaft  by  nine  3^ -inch  fitted 
steel  bolts. 

The  after  ends  of  the  forward  sections  and  the  forward 
ends  of  the  after  sections  will  have  solid  forged  coupling 
disks  fitted  as  shown  in  the  drawings  and  covered  with 
a water-tight  casing. 

The  holes  in  flanges  of  the  same  size  for  the  coupling 
bolts  will  all  be  drilled  to  the  same  template. 

The  after  section  of  shafting  will  be  cased  with  com- 
position where  it  passes  through  the  strut  bearing,  the 
casing  being  in  one  length,  shrunk  and  pinned  on. 

The  shaft  will  be  protected  at  the  forward  end  of  the 
casing  by  a fillet  of  soft  solder,  the  after  end  of  the  cas- 
ings making  a water-tight  joint  with  the  propeller  hub. 

There  will  be  a steel  fair-water  casing  from  the  after 
end  of  stern  tube  and  covering  the  after  shaft  coupling 
and  casing  as  shown  in  drawing.  • 

The  shaft,  couplings,  and  casings  will  be  well  coated 
with  the  same  composition  as  the  hull. 

51.  Lubrication. — All  working  parts  of  the  machinery 
will  be  fitted  with  efficient  lubricators,  each  with  a suffi- 
cient oil  capacity  for  four  hours’  running.  Each  lubri- 
cator to  be  fitted  with  a tube  leading  to  the  wipers  on  the 
moving  parts,  or  tubes  in  the  bearings  and  guides.  Each 
tube  from  the  lubricators  will  be  fitted  with  a valve  ad- 
justment and  a sight  feed  with  a well  protected  glass 
tube. 


--V  ■ :V.;--'  'r.  f ■ • ,' 


25 


There  will  be  in  each  engine  room  for  each  engine  a 
5 -gallon  oil  tank,  well  tinned  on  the  inside,  and  fitted 
with  a glass  gauge,  filling  pipe,  and  air-cock.  Each  tank 
will  be  connected  to  all  the  lubricators  on  its  engine  by 
^-inch  brass  or  copper  pipes,  as  may  be  directed,  the 
tank  to  be  placed  in  such  a position  that  oil  will  flow  to 
each  lubrication 

Unions  will  be  fitted  where  necessary,  so  that  the  oil 
pipes  may  be  quickly  taken  down  and  cleaned,  and  each 
pipe  will  be  connected  to  the  bearings  by  a union  joint. 
Each  main  crank  pin  will  be  oiled  by  cups  carried  on  the 
crosshead,  taking  oil  from  wicks  overhead;  the  oil  to  be 
carried  to  the  crank  pins  by  brass  pipes  secured  to  the 
connecting  rods.  These  pipes  will  have  union  joints 
where  connected  to  oil  cups. 

Each  main  crosshead  journal  will  take  oil  from  an 
overhead  wick  cup. 

Each  crosshead  guide  will  be  oiled  by  pipes  connect- 
ing with  holes  leading  to  about  the  middle  of  each  for- 
ward and  each  backing  guide. 

Pipes,  fitted  as  above  specified,  will  lead  from  the  lubri- 
cators to  the  following  parts  of  each  engine:  Piston  rods, 
valve -stems,  valve  links,  and  reversing-shaft  bearings. 

Each  balance  piston  and  each  piston  valve  will  have  a 
globe  oil  cup,  placed  sufficiently  high  to  insure  the  oil 
running  where  desired  without  regard  to  the  trim  of  the 
vessel. 

The  upper  end  of  each  eccentric  rod  will  carry  an  oil 
cup  on  each  fork;  these  cups  to  take  oil  from  pipes  lead- 
ing from  an  oil  cup  attached  to  the  suspension  rod  of  the 
link  near  the  rock-shaft  arm  pin.  The  link-block  pins 
will  be  lubricated  by  wiper  oil  cups,  fed  from  fixed  cups 
overhead. 

Each  eccentric  will  have  a long  oil  cup  fed  by  a drip 
pipe,  so  arranged  that  the  eccentric  will  be  lubricated  in 
all  positions. 

There  will  be  a small  oil  tank,  with  glass  gauge,  placed 
in  a convenient  position,  and  connected  by  pipes  with  a 
closed  oil  box  at  each  crank-shaft  bearing,  so  that  when 
necessary  oil  can  be  supplied  to  the  journals  under  a 
5758—4 


‘26 


head.  From  each  of  these  boxes  three  tubes  will  lead  to 
the  bearing,  each  with  valve  adjustment,  and  with  a sight 
feed  with  a well  protected  glass  tube. 

If  flexible  couplings  are  used  they  will  be  fitted  with 
a centrifugal  oiling  apparatus,  with  a pipe  leading  to  each 
bolt  head  in  the  coupling  disk  placed  upon  each  suspend- 
ing rod. 

There  will  be  fitted  to  each  main  steam  pipe,  close  to 
each  high-pressure  valve  chest,  an  approved  steam  sight- 
feed  oil  cup  of  two  quarts  capacity,  with. gauge  glass.  As 
far  as  possible  all  the  oil  for  the  moving  parts  of  each 
engine,  except  main  bearings,  will  be  supplied  from  one 
oil  box  on  the  cylinder  with  separate  valve,*sight  feed, 
and  pipe  for  each  part  to  be  oiled.  There  will  be  a steam 
sight-feed  cup  on  each  circulating,  blowing  feed,  air-pump, 
and  bilge-pump  engine.  Each  blower  engine  will  have 
a continuous  automatic  lubricator  of  approved  pattern. 
All  working  parts  for  which  oil  cups  are  not  specified  or 
shown  in  drawings  will  have  oiling  gear  of  approved 
design,  such  that  they  can  be  oiled  without  slowing.  All 
the  oiling  of  each  auxiliary  engine  will  be  done  by  one 
oil  box  where  practicable.  All  fixed  oil  cups  will  have 
hinged  covers,  with  stops  to  prevent  being  opened  too 
far.  Moving  oil  cups,  where  necessary,  will  have  remov- 
able covers.  The  supply  of  oil  to  various  parts  is  to  be 
easily  regulated.  All  oil  cups  and  their  fittings,  except 
such  as  are  cast  on  bearings,  will  be  of  finished  cast  brass 
or  of  sheet  brass  or  copper,  as  may  be  directed,  with  all 
seams  brazed. 

52.  Oil  Drips. — All  fixed  bearings  will  have  drip  cups 
cast  on  where  possible,  otherwise  they  will  be  of  cast 
brass,  properly  applied.  All  moving  parts  will  have  drip 
cups  or  pans  cast  on  engine  frames  where  directed,  other- 
wise to  be  substantially  made  of  sheet  brass  or  copper, 
with  brazed  seams.  All  drip  cups  will  have  drain  pipes 
and* cocks  of  at  least  half  inch  diameter,  which  can  be 
used  while  the  engines  are  in  operation. 

53.  Journal  Boxes. — All  journals  or  moving  parts  of  iron 
or  steel  will  run,  unless  otherwise  specified,  in  composi- 
tion boxes.  These  boxes  will  be  lined  with  approved 


27 


anti-friction  metal  where  directed.  All  adjustable  bear- 
ings will  be  provided  with  channel  brass  chipping  pieces, 
securely  held  in  place  and  easily  removable. 

54.  Mandrels  for  White-Metal  Bearings. — Hollow  cast-iron 
mandrels  will  be  furnished  for  forming  the  white-metal 
linings  of  crank-pin,  crank-shaft,  line-shaft,  and  thrust 
bearings.  All  these  will  be  smoothly  and  accurately 
turned  to  size,  and  packed  so  as  to  be  perfectly  protected. 

55.  Stuffing  Boxes. — All  iron  boxes  will  be  bushed  with 
composition.  All  glands  will  be  of  composition  and 
fitted  with  approved  means  of  adjustment  while  the  en- 
gines are  in  operation,  and  those  not  fitted  with  pinion 
nuts  and  spur  rings  will  have  lock  nuts  and  split  pins. 
Metallic  packing  of  approved  kind,  and  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering,  will  be 
fitted  in  stuffing  boxes  of  all  piston  rods  and  valve  stems 
of  main  and  auxiliary  engines.  For  piston  rods  and  valve 
stems  over  inches  in  diameter  the  packing  will  be  in 
at  least  two  independent  sections;  for  piston  rods  and 
valve  stems  between  ^ and  inches  diameter,  it  will 
be  made  in  one  section. 

56.  Bolts  and  Nuts. — All  bolt  heads  and  nuts  less  than  3 
inches,  except  in  special  cases,  will  conform  to  the  United 
States  Navy  standard.  Screw  threads  on  bolts  and  nuts 
must  in  all  cases  conform  to  the  above  standard.  All 
finished  bolts,  except  as  directed,  will  be  kept  from  turn- 
ing by  dowels  or  other  suitable  devices. 

The  nuts  of  all  bolts  on  moving  parts  and  on  pillow 
blocks,  and  elsewhere  as  shown,  will  be  locked,  and  the 
bolts  will  extend  beyond  the  nuts,  without  threads,  and 
will  be  fitted  with  split  pins. 

57.  Thrust  Bearings. — Each  thrust-bearing  pedestal  of 
cast  iron  will  be  bored  out  to  receive  Ihe  lower  part  of 
bearing,  and  firmly  bolted  to  the  seating  provided.  The 
bearing  will  be  in  two  parts,  of  cast  iron,  with  white- 
metal  linings.  The  lower  part  will  be  finished  to  fit  the 
pedestal.  The  upper  part  or  cap  will  be  separated  from 
the  bottom  by  composition  distance  pieces,  and  will  be 


1 


i 


H 


28 


fitted  in  place  with  wrought-iron  dowel  pins,  fitting 
snugly  in  holes  in  the  lower  part  of  bearing.  The  cap 
will  be  faced  to  fit  longitudinal  recesses  in  the  upper 
flanges  of  pedestal,  and  will  be  held  down  by  bolts,  body 
bound  in  pedestal,  but  with  slotted  holes  in  cap.  Each 
cap  will  have  a box  cast  on  top  with  a hinged  cover. 

The  end  and  side  walls  of  the  pedestal  will  form  an  oil 
trough,  from  which  there  will  lead  an  oil  hole  to  each 
collar  and  each  recess,  the  white  metal  being  properly 
channeled  for  distribution  of  oil.  Inside  this  trough, 
both  forward  and  abaft  the  thrust  collars,  will  be  a com- 
position bearing  for  taking  the  weight  of  the  shaft.  The 
cap  for  this  bearing  will  be  of  cast  iron  lined  with  white 
metal.  These  bearings  will  be  adjustable  vertically  by 
wedges  with  regulating  screws. 

At  each  end  of  each  thrust  bearing  there  will  be  a 
divided  stuffing  box  and  gland  to  prevent  escape  of  oil. 
At  the  bottom  of  each  thrust  bearing  there  will  be  a fore 
and  aft  channel  connecting  all  the  bearing  recesses,  the 
connecting  holes  to  each  of  at  least  i square  inch  in  area; 
a drain  cock  will  be  fitted  at  each  end. 

The  oil  trough  will  also  be  fitted  with  a cooling  coil. 
There  will  be  four  adjusting  screws,  two  at  each  end  of 
the  thrust-bearing  pedestal  for  adjusting  the  bearing  fore 
and  aft.  The  caps  will  be  fitted  with  eyebolts  for  con- 
venience of  handling. 

58.  Jacks  for  Coupling  Bolts. — A hydraulic  jack  of  ap- 
proved pattern  will  be  fitted  for  wiljidrawing  the  bolts 
of  the  shaft  couplings. 

59.  Stern-Tube  Bearings. — Each  stern  tube  will  be  fin- 
ished as  follows : It  will  be  made  of  mild  steel  with 

internal  cast-steel  rings  at  each  lignum-vit^  bearing. 
Fitted  to  these  rings  there  will  be  a composition  bush- 
ing, the  inner  one  made  in  halves,  the  joints  to  be  in  a 
horizontal  plane  when  bushing  is  in  place.  These  bush- 
ings will  be  fitted  with  sections  of  lignum-vitse,  put  in 
so  as  to  wear  on  end  of  grain,  and  smoothly  and  accu- 
rately bored  in  place  to  suit  the  shaft  casing.  All  the 
lignum-vitae  bearings  will  be  well  water-soaked,  and 


r 


29 


bored  out  in  place  to  perfect  alignment  and  to  a loose  fit 
on  the  shaft  casing. 

60.  Stern-Tube  Stuffing  Boxes. — At  the  forward  end  of 

each  stern  tube  there  will  be  a composition  stuffing  box, 
made  in  halves,  divided  longitudimii^f;;5;r^  be  bolted 
to  the  flange  on  the  forward  endjM  the  st^riK^ube  bush- 
ing. The  two  parts  will  be  b|Mted  togewj^t>>^^lpng  the 
longitudinal  division  by  prop|ir  flanks.  fbjilower 

will  be  of  composition,  in  two |parts,^ith  a sp^^J&  i% 
inches  between  the  parts  on  ^ach  side.  The  packing 
spaces  will  be  about  7 inches  de^p  and  i inch  ,wid^ 

The  follower  bolts  will  be  of  \rolled  m^^anese  or 
Tobin  bronze.  To  each  stuffing  bdx,  abaft  thf^ackihg, 
•a  I ^ -inch  pipe  will  be  attached,  leading Ao  the  engme- 
room  bilge.  It  will  also  be  connected  with  the  en^ne- 
room  water-service  pipes,  and  will  be  with 

valve,  so  that  the  bearing  can  be  drained  into  the  bilge 
or  washed  out  by  water  from  the  engine-room  pump  at 
will. 

61.  Stern-Tube  Bracket  Bearings.  — Each  stern-bracket 
bearing  will  have  a neatly  fitting  composition  lining, 
made  in  halves,  divided  longitudinally.  It  will  have  a 
flange  by  which  it  will  be  secured  to  the  forward  end  of 
the  stern  bracket.  It  will  have  a lignum-vitse  bearing, 
fitted  as  in  the  stern  tube.  The  lignum-vitae  will  be 
held  in  place  at  the  after  end  by  a flat  ring  bolted  to  the 
lining.  A cast-steel  sleeve  will  be  secured  to  each  stern 
bracket  by  screws,  to  form  a fair-water  line  to  the  pro- 
peller boss.  At  the  forward  end  of  each  bearing  there 
will  be  a composition  sleeve,  secured  to  and  supported 
by  an  extension  of  the  lining  before  mentioned.  This 
sleeve  will  be  shaped  to  form  a fair-water  line  from  the 
shaft  to  the  stern-bracket  boss,  and  will  be  finished  on 
the  outside.  The  hole  through  the  hanger  will  be  of 
sufficient  size  to  allow  the  forward  section  of  the  pro- 
peller shaft  to  pass  through  it. 

62.  Screw  Propellers.  — They  will  be  of  manganese 
i>ronze  or  approved  equivalent  metal.  The  starboard 
propeller  will  be  right  and  the  port  one  left  handed. 


30 


Each  blade  will  be  firmly  bolted  to  the  boss  by  tap  bolts 
of  rolled  manganese  or  Tobin  bronze,  secured  by  lock 
plates.  The  recesses  for  the  bolt  heads  will  be  covered 
by  composition  plates  held  by  countersunk  screws,  and 
finished  to  form  a smooth  surface  fair  with  the  boss. 
The  bolt  holes  in  the  flanges  of  the  propeller  blades  will 
be  made  oval  to  allow  of  adjustment  of  the  pitch. 

Each  boss  will  be  accurately  bored  to  fit  the  taper  on 
after  end  of  shaft  and  fitted  with  a feather  key.  Each 
propeller  will  be  held  on  the  shaft  by  a nut  screwed  on 
and  locked  in  place.  The  shaft  casing  will  enter  about 
I inch  into  the  propeller  boss  and  be  fitted  water-tight. 
Each  boss  will  be  finished  at  the  after  end  by  a compo- 
sition cap  bolted  on  water-tight ; the  bosses  and  caps 
will  be  finished  all  over.  The  blades  will  be  cast  as 
smoothly  as  possible  and  have  any  roughness  removed. 
The  flanges  of  the  blades  will  be  turned  and  faced  to  fit 
the  rece.sses  in  the  bosses  accurately,  and,  after  being 
secured  in  place,  must  have  the  edges  made  fair. 

63.  Condensers. — There  will  be  one  main  condenser  in 
each  engine  room.  They  will  be  cylindrical,  5 feet  9 
inches  internal  diameter,  made  in  three  sections,  of 
composition  -^q  inch  thick. 

There  will  be  the  following  openings  in  each  main 
condenser,  with  properly  faced  flanges,  viz  : 

One  for  main  exhaust  pipe,  25  inches  diameter ; 

One  for  auxiliary  exhaust  pipe,  7^  inches  diameter; 

One  for  bleeder  valve,  5^  inches  diameter; 

One  for  air-pump  and  circulating-pump  exhaust,  5^ 
inches  diameter ; 

Two  for  air-pump  suction  pipes,  1 1 inches  diameter ; 

One  for  salt-feed  pipe,  2 inches  diameter,  with  a spray 
in  the  exhaust  passage ; 

One  I ^ -inch  nozzle,  in  each  hand-hole  plate  at  bottom 
of  condenser,  for  steam  pipe  for  boiling  the  water  in 
condenser ; 

One  hand-hole  in  the. top  of  each  tube  sheet,  as  shown, 
7 inches  by  12  inches ; 

Two  hand-holes  at  the  bottom,  8 inches  diameter,  and 
one  at  each  end  in  the  tube  sheets  4x6  inches. 


31 


The  condensers  will  have  brackets  cast  on  the  bottom, 
as  shown,  which  will  be  faced  and  bolted  to  the  seats  on 
the  air  pumps. 

The  flange  next  the  tube  sheet  of  the  end  unsupported 
by  the  pump  will  be  widened  at  the  bottom  for  fastening 
the  supporting  saddles,  and  both  flanges  next  the  tube 
sheets  will  be  widened  next  the  bulkhead  for  fastening 
the  ties  which  connect  the  condensers  to  the  bulkheads. 
The  condensers  will  be  rights  and  lefts,  and  the  nozzles 
will  differ  in  the  forward  and  after  condensers  as  shown 
in  the  drawing. 

The  saddle  at  the  end  of  condenser  will  be  made  so  as 
to  fit  snugly  under  the  flange. 

The  condenser  tube  sheets  will  be  made  of  composition 
I inch  thick,  with  smoothly  finished  holes  for  the  tubes, 
tapped  and  fitted  with  screw  glands  for  packing  the  tubes. 
The  glands  will  be  beaded  at  outer  ends  to  prevent  tubes 
from  crawling  and  will  be  slotted  to  admit  a tool  for 
screwing  up.  ^ Cotton-tape  packing  will  be  used.  There 
will  be  3,858  seamless-drawn  brass  tubes  in  each  con- 
denser, inch  outside  diameter,  Ne.  18,  B.  W.  G.,  in 
thickness.  The  tubes  will  be  9 feet  long  between  tube 
sheets,  and  will  be  spaced  ^ inch  between  centers.  The 
cooling  surface  of  each  condenser  will  be  about  5,681 
square  feet,  measured  on  the  outside  of  the  tubes. 

The  sections  of  each  condenser  will  be  bolted  together, 
as  shown.  The  tube  sheets  will  be  secured  to  the  flanges 
of  the  shell  by  rolled  manganese  or  Tobin  bronze  collar 
bolts,  which  will  also  be  used  for  fastening  the  circulat- 
ing-water chests. 

The  chest  for  the  entrance  and  exit  of  circulating 
water  will  consist  of  a ring  9 inches  deep  and  inch 
thick,  provided  with  nozzles  as  shown,  for  the  entry  and 
delivery  pipes,  each  14  inches  diameter,  and  with  flanges 
for  bolting  to  the  condenser  and  to  the  bonnet.  The 
bonnet  will  be  >4  inch  thick,  and  will  be  provided  with 
four  14-inch  manhole  plates  and  well  stiffened  with  ribs, 
as  shown.  It  will  also  be  secured  to  the  tube  sheet  by 
four  ^-inch  bolts  as  shown.  These  bolts  pass  through  a 
cross  rib  which  forms  a diaphragm  for  directing  the 
water  through  the  lower  half  of  the  tubes,  returning  to 


■i 


32 


the  exit  through  the  upper  half.  The  bonnet  will  be 
provided  with  lugs  for  handling.  The  water  chest  at  the 
other  end  of  the  condenser  will  be  similar,  with  the  ex- 
ception of  the  nozzles  and  diaphragm.  Both  chests  will 
have  an  air  cock  at  the  top  and  drains  at  the  bottom. 

There  will  be  four  braces  of  rolled  manganese  or  Tobin 
bronze  connecting  the  tube  sheets,  each  % inch  in  diame- 
ter, and  each  passing  through  a stay  tube  about  inches 
external  diameter  and  % inch  in  thickness. 

Baffle  plates  of  brass  will  be  fitted,  as  shown,  to  direct 
the  steam  over  all  the  tubes.  Plates  will  be  provided 
for  supporting  the  tubes. 

In  front  of  the  main  exhaust  nozzle,  above  the  tubes, 
will  be  a deflecting  plate,  supported  as  shown. 

A copper  tank,  pipe,  and  cock  will  be  provided  for  ad- 
mitting an  alkaline  solution  into  the  condensers — this 
pipe  to  connect  with  the  salt-feed  spray;  the  tank  to  be 
of  at  least  lo  gallons  capacity  and  conveniently  placed. 
Two  I ^ -inch  branches  connected  with  the  auxiliary 
steam  pipe  will  lead  to  the  bottom  of  the  condenser  for 
cleaning  the  tubes  by  boiling. 

Drain  cocks  will  be  provided  with  pipes  leading  to  the 
bilge. 

Each  main  condenser  will  be  connected  with  the  evapo- 
rators by  a pipe  and  valve  of  approved  size. 

There  will  be  a 3-inch  spring  safety  valve  on  the  ex- 
haust pipe  near  the  condenser,  loaded  to  25  pounds  above 
atmosphere. 

All  parts  of  the  condensers,  except  as  otherwise  speci- 
fied, will  be  made  of  composition.  All  bolts  will  be  made 
of  rolled  manganese  or  Tobin  bronze.  All  bolts  for  secur- 
,ing  flanges  of  pipes  and  manhole  plates  will  be  stand- 
ing bolts,  and  will,  wherever  possible,  be  screwed  into 
the  condenser  plates,  with  heads  inside.  The  condensers 
must  be  perfectly  tight  all  over,  and  be  so  proved  after 
being  secured  in  place. 

64.  Auxiliary  Condenser. — Each  after  engine  room  will 
have  an  auxiliary  condenser  of  sufficient  capacity  for 
one-half  the  auxiliary  machinery,  each  condenser  being 
connected  with  all  the  auxiliary  machinery.  Each  aux- 


c-.^ 

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''V 


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33 


iliary  condenser  will  be  connected  with  the  evaporators 
by  a pipe  and  valve  of  approved  size.  The  shell  of  the 
condenser  will  be  made  of  sheet  brass  or  of  composition, 
the  heads  and  tube  plates  of  composition.  The  diame- 
ter and  spacing  of  the  tubes  and  the  packing  will  be  the 
same  as  used  in  the  main  condenser.  It  will  have  faced 
flanges  for  inlet  and  outlet  of  the  condensing  water, 
hand-hole  plates,  soda  cocks,  drain  cocks,  auxiliary 
exhaust  pipe,  and  pipe  from  evaporator. 

65.  Auxiliary  Air  and  Circulating  Pumps. — There  will  be 
a combined  air  and  circulating  pump  of  approved  size 
and  type  for  each  auxiliary  condenser.  The  pump  cyl- 
inders, pistons,  and  rods  will  be  of  composition  or  bronze; 
all  other  working  parts  will  be  of  wrought  iron  or  steel. 

66.  Air  Pumps. — There  will  be  two  horizontal  double- 
acting air  pumps,  each  driven  by  a single  steam  cylinder, 
for  each  propelling  engine.  Each  steam  and  water  pis- 
ton will  be  attached  to  the  same  piston  rod.  The  steam- 
and  water  cylinders  will  be  secured  to  each  other  by 
suitable  cast-iron  framing.  Feet  will  be  cast  on  each 
steam  and  water  cylinder  for  securing  it  to  its  founda- 
tion. Each  air  pump  will  have  a piston  working  in  a 
cylinder  i6  inches  in  diameter.  The  stroke  will  be  i8 
inches.  The  piston  will  be  of  composition,  cast  hollow. 
The  wearing  surface  will  be  6 inches  wide  and  contain 
grooves  for  water  packing.  The  pistons  will  be  flat.  The 
pump  piston  rod  will  be  made  of  rolled  phosphor  bronze 
or  approved  equivalent  metal.  The  steam  piston  rod 
will  be  of  forged  steel.  The  pump  cylinder  will  be  lined 
with  a composition  lining  inch  thick,  secured  as 
shown.  The  inner  head  will  be  cast  with  the  pump 
cylinder,  and  will  be  ribbed,  and  as  shown,  for  securing 
the  stuffing  box  and  the  framing  to  connect  with  steam 
cylinder.  The  outer  head  will  be  removable.  Both  heads 
will  slope  inward  from  the  top  to  the  bottom  of  the  cyl- 
inder, thus  allowing  a free  flow  of  the  water  to  and  from 
the  pump  cylinder. 

The  pump  casing  will  be  of  composition  of  a general 
thickness  of  ^ inch  and  well  stiffened  by  ribs.  The 
5758—5 


34 


cylindrical  portion  ot  the  casing  inclosing  the  pump 
liner  will  be  ys  inch  thick;  this  thickness  is  reduced  to  % 
inch  at  the  ends  and  renders  practicable  the  withdrawal 
of  the  liner.  The  pump  casing  will  be  continued  up 
above  the  working  cylinder  a sufficient  height  to  allow 
the  formation  of  a water  column  of  such  volume  that 
the  water  level  will,  in  following  up  the  piston,  never 
fall  below  the  top  of  the  pump  cylinder.  The  suction- 
valve  seats  will  be  cast  in  the  pump  casing. 

They  will  be  so  arranged  as  to  be  covered  with  water 
and  will  be  spaced  along  three  sides  of  the  casing  above 
a channel  way  of  the  form  shown,  the  suction  pipes  en- 
tering into  this  at  the  pump  ends.  All  ribs  in  the  pump 
casing  will  be  so  arranged  as  to  prevent  the  formation 
of  air  pockets  between  the  foot  and  delivery  valves. 
The  delivery-valve  seats,  two  for  each  pump,  will  be 
castings,  separate  from  the  pump  casing.  They  will  be 
well  ribbed  and  will  rest  upon  faced  flanges  at  the  top  of 
the  pump  casing.  The  delivery-valve  chamber  will  be 
supported  upon  the  same  flange  as  the  valve  seats,  as 
shown,  one  set  of  stud  bolts  securing  both.  The  delivery- 
valve  seats  will,  however,  in  addition,  be  bolted  down  to 
the  flange  carried  by  the  diaphragm  separating  the 
pump  ends.  The  deli  very- valve  chamber  will  be  strongly 
ribbed  and  carry  faced  supports  for  supporting  the 
condenser. 

There  will  be  six  foot  and  nine  delivery  valves  for  each 
end  of  the  pump  of  5 inches  diameter  of  opening.  The 
valves  will  be  composed  of  three  flat  disks  of  rolled  manga- 
nese bronze  or  approved  equivalent  metal  inch  thick, 
and  will  be  held  in  place  by  a guard  and  spiral  spring  of 
phosphor  bronze  or  approved  equivalent  metal.  The 
valve  studs  will  be  of  similar  material.  The  valves  and 
guards  must  be  easily  removable  and  held  firmly  in  place. 
The  valve  gratings  must  be  so  arranged  as  to  give  a clear 
opening  of  14  square  inches  through  each  valve. 

Suction  pipes  ii  inches  in  diameter,  with  8-inch 
barnches  to  each  pump,  will  connect  the  ends  of  the  con- 
denser to  the  corresponding  end  of  the  pump.  Straight- 
way valves  will  be  placed  in  the  suction  and  discharge 


35 


pipes  so  either  pump  can  be  overhauled  without  stopping 
the  other  pump  from  working  on  the  condenser.  The 
delivery  pipe  will  be  of  copper,  8 inches  in  diameter,  and 
will  lead  to  the  feed  tank. 

Bonnets  will  be  suitably  arranged  so. that  the  valves 
can  be  easily  examined  or  overhauled.  The  bonnets  and 
cylinder  heads  will  be  fitted  with  jack  bolts  and  eye- 
bolts. 

Each  steam  cylinder  will  take  steam  from  the  auxiliary 
steam  pipe  and  from  a branch  of  the  main  steam  pipe, 
with  a stop  valve  having  a hand  wheel  at  the  working 
platform,  and  will  exhaust  by  a special  pipe  into  the 
condenser,  and  there  will  also  be  pipes  and  valves 
through  which  it  can  exhaust  into  the  intermediate  and 
low  pressure  receivers. 

Each  air  pump,  together  with  its  condenser,  must  main- 
tain a vacuum  of  within  four  inches  of  mercury  of  the 
atmospheric  barometer  with  the  propelling  engines  at 
full  power  under  forced  draft. 

67.  Circulating  Pumps. — There  will  be  one  centrifugal, 
double-inlet  circulating  pump  for  each  condenser,  driven 
by  independent  engines  of  approved  pattern,  and  of  suf- 
ficient power  to  secure  the  results  specified.  The  engine 
valves  will  be  of  either  the  slide  or  piston  type.  Each 
pump  must  be  capable  of  discharging  8,ooo  gallons  of 
water  per  minute  from  the  bilge.  The  pumps  will  be 
made  of  composition,  except  as  otherwise  specified.  Each 
pump  casing  will  be  made  in  two  parts,  divided  in  a hor- 
izontal plane,  the  upper  part  with  conveniences  for  hand- 
ling. The  suction  nozzle  will  have  an  opening  for  sea 
suction  not  less  than  14  inches  diameter,  and  a 14-inch 
opening  for  bilge  suction.  The  pump  runners  will  be 
smoothly  cored,  finished  on  the  outside,  and  perfectly 
balanced.  The  shafts  will  be  of  . phosphor  bronze  or 
other  approved  metal.  The  bearings  will  consist  of  sec- 
tions of  lignum-vitae,  on  end  of  grain,  dovetailed  into 
composition  split  sleeves,  which  will  be  well  secured 
against  turning.  The  stuffing-box  glands  will  be  each 
in  two  parts.  There  will  be  an  air  cock  at  the  top  of  the 


36 


pump  casing  and  a drain  cock  at  the  bottom.  The  pump 
casings  must  be  made  as  light  as  possible  consistent  with 
strength,  and  must  be  smoothly  cored,  with  easy  bends 
wherever  the  direction  of  the  flow  of  water  is  changed. 
The  circulating-pump  engines  will  take  steam  from  the 
auxiliary  and  main  steam  pipes. 

68.  Circulating-Pump  Connections. — Each  circulating  pump 
will  be  fitted  with  pipes  and  valves  to  draw  from  the  sea 
or  engine-room  bilge,  and  will  deliver  into  the  condenser 
or  direct  to  the  outboard-delivery  pipe  by  a pipe  connect- 
ing inlet  and  outlet  of  condenser.  This  pipe  and  the  in- 
let and  outlet  pipes  of  condenser  each  to  have  a straight- 
wayvalve. 

The  injection  and  delivery  pipes  for  condenser  circu- 
lation will  be  not  less  than  14  inches  internal  diameter. 

There  will  be  stop  valves  in  the  pipes  leading  from  the 
^ea  and  from  the  bilge  to  the  circulating  pump  in  each 
engine  compartment.  These  valves  will  be  so  connected 
by  a locking  device  that  when  one  is  open  the  other  is 
shut;  and  both  will  be  worked  by  hand  wheels  well 
above  the  floor  plates. 

69.  Sea-Injection  Valves. — There  will  be  screw  main 
injection  valves  of  not  less  than  14  inches  diameter  in 
each  engine  compartment,  one  for  each  condenser.  Each 
will  connect  with  the  sea  by  a conical  steel  tube  through 
the  double  bottom. 

There  will  be  a strainer  on  each  pipe  at  the  ship’s  side. 
The  hand  wheels  of  these  valves  must  be  easily  accessi- 
ble above  the  engine-room  floor  plates. 

There  will  be  a i j4-inch  steam  pipe  leading  from  the 
auxiliary  steam  pipe  to  the  injection  pipe  outside  of  in- 
jection valve.  This  pipe  to  have  a valve  at  each  end. 

70.  Bilge-Injection  Valves. — They  will  be  as  specified 
under  the  head  of  “ Bilge-Suction  Pipes.” 

71.  Outboard-Delivery  Valves. — There  will  be  in  each  en- 
gine compartment  one  straightway  main  outboard-deliv- 
ery valve  14  inches  diameter. 

The  valves  in  each  compartment  will  connect  with  a 
steel  pipe  about  ^ inch  thick,  passing  through  the  longi- 


37 


tudinal  bulkheads  as  shown.  The  hand  wheels  will  be 
accessible  from  the  engine  room. 

72.  Feed  Tanks  and  Filter.— There  will  be  a feed  tank  for 
each  engine  room,  placed  as  shown  in  the  drawing.  Each 
tank  will  have  a capacity  of  about  1,700  gallons.  It  will 
be  made  of  ^-inch  wrought  iron.  It  will  be  braced  in- 
ternally as  may  be  directed.  EaCih  tank  will  have  at  least 
250  cubic  inches  of  rolled  zinc  plates,  about  ^ inch  thick, 
suspended  from  the  braces.  The  straps  suspending  the 
zinc  plates  and  the  braces  where  the  straps  come  in  con- 
tact will  be  filed  bright  before  being  secured  in  position. 
The  parts  to  be  then  well  painted  on  the  outside,  or  the 
joints  to  be  made  water-tight  in  other  approved  manner. 
A portion  of  the  tank  will  be  fitted  as  a filter  so  that  the 
entering  water  will  rise  through  the  filtering  material 
into  which  the  water  from  the  air  pumps  will  be  deliv- 
ered. The  filter  will  be  provided  with  sponges,  or  other 
approved  material,  and  so  arranged  that  it  will  be  readily 
accessible.  Each  tank  will  have  a manhole  with  bolted 
cover,  and  will  have  a glass  water  gauge  with  suitable 
guards,  shut-off  cocks,  and  drain  cocks,  and  will  be  fitted 
and  lagged  with  black-walnut  lagging. 

Each  tank  and  filter  will  have  the  following  pipe  con- 
nections : A discharge  pipe  from  each  air  pump  in  the 
same  engine  room  ; an  overflow  pipe  leading  to  bilge,  but 
so  arranged  that  any  water  passing  down  it  maybe  seen; 
a suction  pipe  to  feed  pumps,  with  valve;  drain  pipes 
from  traps,  as  elsewhere  specified*  a vapor  pipe,  3 inches 
diameter,  of  copper.  No.  16,  B.  W.  G.  The  vapor  pipe 
will  lead  up  the  engine-room  hatch  and  discharge  above 
the  level  of  the  awnings,  where  it  will  have  a suitable 
hood,  or  it  may  be  led  into  the  main  escape  pipe.  Each 
feed-pump  suction  will  be  provided  with  a balanced  valve 
operated  by  a copper  float  in  the  feed  tank,  so  arranged 
that  it  will  allow  no  air  to  enter  the  feed  pipes.  All  trap 
discharges  and  drains  will  enter  the  feed  tanks  well  below 
the  ordinary  water  level. 

73.  Grease  Extractors. — If  ordered,  grease  extractors,  to 
be  approved  by  the  Bureau  of  Steam  Engineering,  will 
be  fitted  where  directed. 


38 


74.  Feed-Tank  Suction  Pipes. — A pipe  will  connect  the 
feed  tanks  in  all  of  the  engine  rooms.  From  each 
tank  there  will  be  a suction  pipe  for  the  main  feed  pumps 
in  the  fire  room,  and  a suction  pipe  for  the  auxiliary  feed 
pumps  in  the  same  engine  room. 

Non-return  valves  will  be  fitted  in  the  feed-pump  suc- 
tions close  to  the  pumps  and  straightway  valves  at  the 
tanks.  The  suction  pipes  for  the  main  feed  pumps  will 
be  connected  by  pipes  and  valves  so  that  the  pumps  can 
take  water  from  either  tank.  The  suction  pipes  for  the 
auxiliary  pumps  will  be  connected  in  the  same  manner. 

75.  Suction  Pipes  from  Bottoms  of  Condensers. — From  each 
air-pump  channel  way  below  the  foot  valves  a 2 -inch  pipe 
will  lead  to  the  feed-pump  suction  pipes,  with  a screw- 
down  non-return  valve. 

78.  Sea-Suction  Pipes. — A pipe  will  lead  from  a sea- 
suction  valve  in  each  engine  room  to  the  fire  and  bilge 
pump,  the  auxiliary  condenser  pump,  and  the  water-ser- 
vice pump,  and  the  auxiliary  feed  pump  in  its  compart- 
ment. A pipe  will  lead  from  a special  sea  valve,  fitted 
where  directed,  to  the  distiller  circulating  pump.  Each 
of  these  pipes  will  be  of  at  least  the  same  bore  as  the  nozzle 
on  the  pump  with  which  it  connects.  Each  sea  suction 
will  be  controlled  by  a valve  which  will  not  permit  sea 
water  to  enter  any  of  the  bilge-suction  pipes  or  feed-tank 
suction  pipes.  Each  sea  suction  valve  will  have  a steam 
pipe  connection  below  the  valve  for  cleaning  strainer. 

77.  Bilge-Suction  Pipes. — There  will  be* the  following 
suction  pipes  from  the  bilge  and  from  the  drainage 
pipes  to  the  various  pumps: 

A 14-inch  copper  pipe  will  connect  to  each  circulating 
pump,  with  a stop  valve  close  to  the  pump,  as  before 
specified.  This  pipe  will  have  two  branches  of  such  size 
as  may  be  designated;  of  these  one  will  connect  with  the 
main  drainage  system,  with  a screw-down  non-return 
valve  which  can  be  lifted  from  its  seat  by  means  of  its 
stem;  the  other  branch  will  connect  directly  with  the 
bilge  in  its  own  compartment,  and  be  fitted  with  a non- 
return valve  which  can  be  lifted  from  its  seat  by  means  of 


.1 

5 


39 


■a  sliding  stem,  but  without  means  of  fastening  it  shut 
except  by  lashing  the  lever  by  which  its  stem  is  worked. 
This  branch  will  be  fitted  with  a Macomb  or  equivalent 
bilge  strainer  of  approved  size. 

There  will  be  provided  in  each  engine  room  a manifold 
or  suction  box,  with  the  following  connections,  viz: 

A 3-inch  pipe  leading  from  the  lowest  part  of  compart-  . 
ment  abaft- the  engine  room; 

A pipe  of  the  size  of  the  combined  areas  of  the  suction 
nozzles  of  the  fire  and  bilge  pump  and  feed  and  auxiliary 
pump,  from  the  secondary  drain  pipe; 

A pipe  of  the  same  size  from  the  main  drainage  cistern; 

A pipe  to  the  fire  anjd  bilge  pump  in  its  own  engine 
room  of  the  same  size  as  the  pump  suction  nozzle; 

A pipe  to  the  auxiliary  feed  pump  in  its  own  engine 
room  of  the  same  size  as  the  pump  suction  nozzle. 

All  these  pipes  will  be  provided  with  screw-down  non- 
return valves. 

Macomb  or  equivalent  bilge  strainers  will  be  inserted 
in  the  suction  pipes  between  the  box  and  pumps. 

There  will  be  no  other  strainer  or  valves  in  any  of 
these  pipes  other  than  those  herein  specified. 

There  will  also  be  manifolds  connecting  with  the  400- 
gallon  pumps  and  with  the  double-bottom  compartments, 
in  accordance  with  the  hull  specifications. 

Each  auxiliary  feed  pump  in  the  fire  rooms  will  have 
a suction  pipe  of  the  full  size  of  its  suction  nozzle  con- 
nected with  the  secondary  drain  pipe.  In  addition  to 
these  the  forward  auxiliary  feed  pumps  will  have  a 
3-inch  suction  from  the  lowest  part  of  the  bilge  of  the 
first  compartment  forward  of  the  double  bottom.  The 
suctions  to  each  pump  will  lead  to  a valve  box  and 
strainer,  fitted  as  before  specified  for  the  suctions  to  the 
fire  and  bilge  pumps.  The  lower  ends  of  all  bilge-suction 
pipes  will  be  of  galvanized  iron.  Care  will  be  taken  that 
all  the  copper  bilge  pipes  are  led  sufficiently  high  to  keep 
them  out  of  the  bilge  water  under  ordinary  circumstances, 

78.  Engine-Room  Pumps. — There  will  be  the  following 
auxiliary  pumps  in  the  engine  rooms:  A pump  having  a 
capacity  of  400  gallons  per  minute  in  each  after  engine 


40 


room,  which  will  be  used  as  a fire  and  bilge  pump  alone. 
A pump  of  the  same  capacity  in  each  forward  engine 
room,  which,  in  additio^to  fire  and  bilge  service,  will  be 
fitted  for  service  as  an  auxiliary  feed  pump.  Each  of 
these  four  pumps  will  have  a steam  cylinder  of  sufficient 
size  to  work  as  a fire  pump  with  6o  pounds  steam.^> 

Each  of  these  pumps  will  have  suctions  from  the  sea, 
from  the  secondary  drain  pipe,  the  drainage  cistern  in  its 
engine  room,  the  engine-room  bilge,  and  the  compart- 
ment next  abaft  the  engine  rooms. 

In  addition  each  forward  engine-room  pump  will  have 
suctions  from  the  feed  tanks  and  from  air-pump  channels 
as  elsewhere  specified. 

Also  in  each  engine  room  there  will  be  a pump  of  the 
.capacity  of  125  gallons  per  minute  which  will  be  con- 
nected with  the  water  service  of  its  engine  room,  to  the 
fire  main  and  outboard  delivery.  It  will  draw  water  from 
a sea  valve  only. 

In  addition  there  will  be  in  the  after  engine  rooms  two 
auxiliary  circulating  pumps,  connected  with  a special  sea 
valve  and  discharging  overboard  through  its  own  out- 
board delivery  or  into  the  main  outboard  delivery  out- 
side of  the  main  valve. 

79.  Engine-Room  Water  Service; — There  will  be  in  each 
engine  room  for  eacji  engine  a 3-inch  pipe  connected  with 
a sea  valve  and  with  a special  delivery  from  the  auxiliary 
pump,  with  branches  leading  to  the  different  parts  of 
its  engine,  as  follows  : 

A I ^ -inch  branch  connected  by  a union  joint  with  a 
pipe  screwed  into  the  cap  of  each  crank  shaft  bearing, 
and  leading  through  brasses  to  top  of  journal  ; 

Two  I ^ -inch  pipes  to  each  crank  pin  ; 

Two  I -inch  pipes  to  each  crosshead  ; 

One  I -inch  pipe  to  each  go-ahead  crosshead  guide  ; 

One  I -inch  pipe  to  each  pair  of  eccentrics  ; 

One  I -inch  pipe  to  each  thrust  bearing  ; 

One  I -inch  pipe  to  each*  line-shaft  bearing  ; 

One  I -inch  pipe  to  each  hollow  brass  or  its  equivalent 
in  crank-shaft  bearings  ; 


^ # 


41 


Two  I -inch  pipes  to  each  air-pump  engine  and  to  each 
circulating-pump  engine. 

All  of.  the  above  to  have  detachable  sprays  or  short 
lengths  of  hose,  as  directed,  and  where  directed  to  have 
pivoted  nozzles.  The  auxiliary  pumps  in  after  engine 
room  will  have  a connection  to  stern  tubes  as  before 
specified. 

Each  branch  will  have  a separate  valve. 

All  the  water-service  pipes  and  fittings  will  be  of  brass  ; 
those  above  the  floors  will  be  polished. 

80.  Turning  Engines  and  Gear. — There  will  be  in  each 
engine  room  a double  engine  of  suitable  size,  to  be  ap- 
proved by  the  Bureau  of  Steam  Engineering,  for  turning 
the  main  engines  with  steam  of  6o  pounds  pressure. 
This  engine  will  drive  by  worm  gearing  a second  worm, 
which  may  he  made  at  will  to  mesh  with  a worm  wheel 
on  the  propelling  shaft.  The  worm  wheel  of  each  engine 
will  be  fitted  where  directed. 

The  turning-engine  shaft  will  be  squared  at  the  end 
and  fitted  with  a ratchet  wrench,  of  approved  design,  for 
turning  by  hand. 

Each  turning  engine  will  have  piston  valves,  and  will 
be  made  reversible  by  means  of  a change  valve  moved 
by  a screw  and  hand  wheel. 

The  turning  wheels  will  be  of  cast  steel  with  cut  teeth. 

81.  Securing  Engines  in  Vessel. — The  engines  will  be  ad- 
justed and  aligned  upon  the  engine  keelsons,  and  when 
accurately  in  line  snugly  fitting  wrought-iron  washers 
or  horseshoes  will  be  fitted  around  all  holding-down 
bolts.  The  holding-down  bolts  will  be  firmly  set  up  and 
bolts  and  nuts  locked  in  place. 

When  finally  secured  all  shafting  must  be  accurately 
in  line  with  the  vessel  at  load  draft  and  ordinary 
stowage. 

All  parts  of  machinery  and  boilers  will  be  secured  in 
an  approved  manner  to  prevent  displacement  when  the 
vessel  is  used  for  ramming. 

82.  Steam  and  Vacuum  Gauges. — There  will  be  the  follow- 
ing gauges,  in  polished  brass  cases,  suitably  engraved  to 

5758—6 


42 


show  to  what  they  are  connected — all  to  be  of  approved 
pattern,  having  seamless  double  Bourdon. tubes: 

One  on  each  single-ended  boiler; 

Two  on  each  double-ended  boiler,  one  at  each  end; 

One  connected  to  each  main  steam  pipe  in  each  engine 
room ; 

One  connected  to  each  intermediate  valve  chest; 

One  connected  to  each  low-pressure  valve  chest; 

One  connected  to  each  condenser. 

All  the  above  will  have  8 -inch  dials — those  in  engine 
room  to  be  at  the  working  platforms. 

Also  the  following,  with  4 -inch  dials: 

One  connected  to  each  intermediate-pressure  cylinder 
jacket; 

One  connected  to  each  low-pressure  cylinder  jacket; 

One  on  each  auxiliary  steam  pipe  in  each  epgine  room 
and  each  fire  room^ 

One  on  each  circuit  of  radiator  pipes  near  the  reducing 
valve. 

The  gauges  on  valve  chests  and  steam  jackets  will  be 
plainly  marked  with  the  limit  of  pressure  permissible. 
The  gauges  on  intermediate  and  low  pressure  valve  chests 
will  indicate  both  pressure  and  vacuum. 

A mercurial  vacuum  gauge  will  be  connected  to  each 
condenser. 

83.  Thermometers. — There  will  be  the  following  ther- 
mometers, all  to  be  permanent  fixtures,  protected  by 
brass  covers,  the  casings  and  fittings  to  be  of  polished 
brass: 

One  on  each  hot  well ; 

One  on  each  feed  tank; 

One  on  each  main  feed  pipe  in  fire  room; 

One  on  each  main  injection  pipe; 

One  on  each  main  outboard-delivery-pipe; 

One  on  each  main  steam  pipe  close  to  engine. 

The  hot  well  and  feed  thermometers  will  be  so  fitted 
as  to  waste  no  feed  water.  With  the  exception  of  that 
on  the  steam  pipe,  the  above  instruments  will  be  metallic 
dial  thermometers.  There  will  also  be  furnished — 


••  J 


43 


Four  spare  water  thermometers  complete; 

Six  spare  steam  thermometers  complete; 

Two  standardized  thermometers,  graduated  on  stem 
and  reading  to  i degree  Farenheit;  stems  to  be  at  least 
20  inches  long;  each  thermometer  to  be  in  a rubber-lined 
brass  case,  and  each  case  to  be  suspended  by  springs  in 
a suitable  permanent  locked  case  in  engine  room.  These 
thermometers  must  be  equal  to  the  best  in  the  market, 
subject  to  the  approval  of  the  Bureau  of  Steam  Engineer- 
ing, and  be  accompanied  by  certificates  of  standardiza- 
tion. 

84.  Revolution  Counters. — They  will  be  of  an  improved 
type,  to  register  from  i to  i, 000,000,  each  worked  by  posi- 
tive motion;  each  to  be  in  a polished  brass  case.  There 
will  be  fitted — 

One  for  each  main  engine; 

One  for  each  air  pump; 

One  for  each  circulating  pump. 

85.  Revolution  Indicators. — They  will  be  of  such  approved 
pattern  as  shall  not  be  affected  to  a perceptible  degree  by 
the  motion  of  the  ship  or  by  changes  of  temperature. 
They  must  be  worked  off  the  engines  by  positive  motions, 
and  must  be  so  fitted  that  changes  of  engine  speed  shall 
not  produce  violent  fluctuations  of  the  indices.  There 
will  be  two  in  each  engine  room,  one  to  show  the  speed 
of  each  propeller. 

Approved  tell-tales,  to  be  approved  by  the  Bureau  of 
Steam  Engineering,  will  be  fitted  on  the  bridge  and  in 
the  conning  tower,  to  show  the  direction  of  the  revolu- 
tion of  the  main  engines. 

86.  Engine-Room  Telegraphs.— A repeating  telegraph  of 
approved  pattern  will  be  fitted  in  each  engine  room  with 
its  dial  at  the  working  platform,  and  connected  to  trans- 
mitters in  conning  tower,  in  wheel  house,  and  on  bridge. 
The  connections  are  to  be  made  in  such  manner  that  the 
chance  of  derangement  shall  be  minimized. 

87.  Speaking  Tubes. — They  will  be  made  of  copper  or 
brass  not  less  than  No.  20,  B.  W.  G.  They  will  connect 


44 


each  engine  room  with  each  fire  room;  the  engine  rooms 
with  each  other;  the  fire  rooms  with  each  other;  each 
engine  room  to  the  pilot  house,  conning  tower,  bridge, 
and  to  the  chief  engineer’s  room;  each  fire  room  with  the 
upper  deck  close  to  the  top  of  the  ash  hoist,  and  else- 
where as  required.  Each  tube  will  be  fitted  at  each  end 
with  a mouthpiece  and  approved  annunciator;  the  mouth- 
pieces to  be  connected  to  short  flexible  pipes,  where 
required.  All  mouthpieces  or  pipes  will  be  plainly 
marked.  The  tubes  will  be  suitably  cased  where  neces- 
sary. 

88.  Engine  Indicators. — An  indicator  connection  will  be 
made  to  each  end  of  each  cylinder  of  main  engines,  and 
to  each  end  of  each  steam  and  water  cylinder  of  each  air 
pump  as  near  as  possible  to  the  bore  of  the  cylinder,  and 
so  as  to  be  easily  accessible.  The  indicator  cocks  will  be 
so  fitted  on  each  cylinder  of  the  main  engines  that  the 
indicators  may  be  so  placed  as  to  be  connected  to  but  one 
end  of  the  cylinder,  or  so  afe  to  be  connected  to  both  ends; 
the  arrangement  to  be  approved  by  the  Bureau  of  Steam 
Engineering. 

. The  connecting  pipes  will  be  i-inch  bore  for  the  main 
engines  and  %-inch  for  the  auxiliaries,  with  easy  bends. 
The  indicator  motion  of  each  engine  and  air  pump  will 
be  so  fitted  that  both  indicators  on  its  cylinder  can  be 
connected  at  the  same  time.  The  motions  of  the  indi- 
cator barrels  must  be  accurately  coincident  with  the 
motion  of  the  corresponding  pistons,  and  such  as  to  give 
a motion  of  not  less  than  4 inches  for  the  main  engines, 
and  3 inches  for  the  quick-working  auxiliaries.  The 
steam  cylinders  of  all  auxiliary  engines  will  have  holes 
tapped  for  indicator  fittings,  and  then  plugged.  These 
engines  will  have  portable  indicator  motions  fitted,  then 
removed  and  suitably  marked  and  stowed.*  Where  aux- 
iliary engines  are  duplicated,  but  one  set  of  indicator- 
motion  fittings  need  be  supplied  for  all  of  each  kind. 

Four  indicators  will  be  furnished  for  each  engine  room; 
one  for  the  high-pressure  cylinder,  with  two  springs  of 
80  pounds,  one  of  60  pounds,  and  one  of  40  pounds  to  the 
inch;  one  for  the  intermediate-pressure  cylinders,  with 


■rf’ 


45 


two  springs  o£  40  pounds  and  two  of  30  pounds  to  the 
inch;  two  for  the  low-pressure  cylinders,  each  with  two 
springs  of  20  pounds  and  two  of  10  pounds  to  the  inch; 
and  three  indicators  for  auxiliary  engines,  each  with  two 
springs  of  80  pounds,  one  of  60  and  one  of  40  pounds  to 
the  inch. 

The  indicators  will  be  the  best  in  the  market,  all  of  the 
same  manufacture  and  size,  and  with  interchangeable 
springs,  subject  to  the  approval  of  the  Bureau  of  Steam 
Engineering,  with  detent  motion,  and  will  have  adjustable 
tension  to  the  barrel  spring.  They  will  be  nickel-plated, 
and  will  be  complete  with  all  attachments.  One  extra 
cock  attachment  will  be  furnished  with  each  indicator. 
Each  indicator  will  be  in  a separate,  locked  case,  each 
case  to  be  conveniently  stowed. 

89.  Engine-Room  Desks. — Ablack-walnutdeskof  approved 
pattern,  with  locked  drawers,  and  with  a locked  cabinet 
of  pigeon  holes,  will  be  fitted  in  each  engine  room  where 
directed. 

90.  Clocks. — There  will  be  in  each  engine  room,  close  to 
the  counter,  in  a polished  brass  case,  an  eight-day  clock, 
with  8^ -inch  dial  and  a second  hand.  The  pattern  and 
movement  to  be  approved  by  the  Bureau  of  Steam  En- 
gineering. 

There  will  be  in  each  fire  room  a similar  clock,  with  an 
outer  dust-tight  case  with  heavy  plate  glass. 

91.  Boilers. — There  will  be  five  double-ended  main 
boilers,  and  two  single-ended  boilers  for  either  main  or 
auxiliary  purposes,  of  the  horizontal  return  fire-tube  type, 
all  to  be  made  of  steel.  All  the  boilers  will  be  about  16 
feet  3 inches  outside  diameter.  One  of  the  double-ended 
boilers  will  be  about  19  feet  11%  inches  long  and  the 
other  four  will  be  about  18  feet  long.  The  single-ended 
boilers  will  be  about  9 feet  4 inches  longw  They  will 
have  for  the  double-ended  boilers  about  27,917  feet  of 
heating  surface  and  about  847  square  feet  of  grate  surface. 
The  single-ended  boilers  will  have  a total  of  about  5,436 
square  feet  of  heating  surface  and  about  168  square  feet  of 
grate  surface.  Each  double-ended  boiler  will  have  eight 


'i 


46 


corrugated  furnace  flues,  3 feet  4 inches  internal  diameter, 
and  each  single-ended  boiler  will  have  four  corrugated 
furnace  flues,  3 feet  4 inches  internal  diameter. 

92.  Boiler  Material. — All  plates  used  in  the  construction 
of  the  boilers  will  be  open-hearth  steel.  The  rivets  will 
be  of  open-hearth  or  Clapp-Griflith’s  steel.  All  material 
will  be  tested,  as  elsewhere  specifled. 

93.  Boiler  Shells. — For  the  double-ended  boilers  they 
will  be  of  three  and  for  the  single-ended  boilers  of  two 
courses,  each  course  of  three  plates  i|f  inches  thick. 

94.  Boiler  Heads. — Both  heads  for  the  double-ended  boil- 
ers will  be  made  of  three  plates.  The  upper  plate  will 
be  iff-  inches  thick,  the  middle  plate  ^ inch  thick,  and 
the  bottom  plate  ^ inch  thick. 

The  front  head  of  the  $ingle-ended  boiler  will  be  made 
of  the  same  number  and  thickness  of  plates  as  the  double- 
ended  boilers;  the  back  head  will  be  made  of  three  plates, 
the  upper  plate  will  be  iff  inches  thick  and  the  other  % 
inch  thick. 

The  upper  plate  of  each  head  of  the  main  boilers  will 
be  curved  back  to  a radius  of  about  3 feet  10  inches,  and 
those  of  the  auxiliary  boilers  to  a radius  of  about  3 feet 
2 inches. 

The  heads  of  all  the  boilers  will  be  flanged  outwardly 
at  the  furnaces  and  inwardly  at  the  circumference.  The 
heads  will  be  stiffened  by  T bars,  as  shown  on  drawings. 

95.  Boiler-Tube  Sheets.— For  all  the  boilers  they  will  be 
inch  thick  at  the  front  and  y inch  thick  at  the  back. 

Each  pair  of  tube  sheets  must  be  accurately  parallel. 
All  tube  holes  will  be  slightly  rounded  at  the  edges.  The 
holes  for  stay  tubes  will  be  tapped  in  place.  The  holes 
at  combustion-chamber  end  will  be  drilled  to  suit  the 
protection  of  tubes,  as  specifled  below. 

96.  Boiler  Tubes. — They  will  be  of  steel,  lap-welded  and 
drawn,  the  best  that  can  be  obtained  in  the  market,  and 
subject  to  the  approval  of  the  Bureau  of  Steam  Engineer- 
ing. All  tubes  will  be  2^  inches  external  diameter. 
The  ordinary  tubes  will  be  No.  12,  B.  W,  G.,  in  thickness, 


47 


I 


and  will  be  swelled  to  2-^q  inches  external  diameter  at  the^ 
front  ends  for  all  boilers.  The  back  ends  will  be  expanded 
in  the  tube  sheet,  beaded  over  into  a counter  bore,  which 
will  be  filled  with  a ring,  or  they  will  be  protected  from 
the  action  of  the  flame  in  other  approved  manner.  The 
method  of  protection  must  be  such  as  will  meet  with  the 
approval  of  the  Navy  Department. 

The  stay  tubes  will  be  No.  6,  B.  W.  G.,  in  thickness. 
They  will  be  reinforced  at  both  ends  to  an  external 
diameter  of  2^  inches,  leaving  the  bore  of  the  tube  uni- 
form from  end  to  end.  They  will  then  be  swelled  at  the 
front  ends  to  2^  inches  external  diameter.  They  will 
be  threaded  parallel  at  combustion-chamber  ends,  and 
taper  at  front  ends  to  fit  threads  in  tube  sheets.  They 
will  be  screwed  into  the  tube  sheets  to  a tight  joint  at 
the  front  ends,  and  will  be  made  tight  at  the  back  ends 
by  expanding  and  beading.  All  expanding  will  be  done 
by  approved  tools.  Cast-iron  ferrules  of  inches  in- 
ternal diameter  will  be  used  to  protect  the  ends  of  stay 
tubes  in  combustion  chambers.  All  tubes  will  be  spaced 
3^  inches  from  center  to  center  vertically,  and  3 inches 
horizontally.  If  directed,  the  tubes  shall  be  finished  ac- 
cording to  designs  furnished  by  the  Navy  Department. 

97.  Combustion  Chambers. — There  will  be  four  combus- 
tion chambers  in  each  double-ended  boiler  and  two  in 
each  auxiliary  boiler.  The  combustion^^  chambers  will 
be  arranged  so  that  there  will  be  one  combustion  cham- 
ber for  each  two  adjacent  furnaces.  They  will  be  made  of 
%-inch  plates,  except  the  tube  sheets,  which  will  be  as  be- 
fore specified.  The  tops  of  the  combustion  chambers 
will  be  braced  by  girders,  as  shown.  The  plates  will  be 
flanged  where  necessary,  and  all  parts  joined  by  single 
riveting.  The  holes  for  screw  stay  bolts  in  plates  of 
combustion  chambers  and  shells  will  be  drilled  and 
tapped  together  in  place. 

98.  Boiler  Bracing. — The  bracing  will  be  as  shown  in 
drawings. 

The  combustion  chambers  will  be  stayed  to  each  other 
and  to  the  shell  of  the  boiler  by  screw  stays,  screwed  into 


["a  ' 


I 


48 


both  sheets  and  fitted  with  nuts — the  nuts  to  be  set  up 
on  beveled  washers  where  stays  do  not  come  square  with 
the  plates.  The  holes  for  screw  stays  will  be  tapped  in 
both  sheets  in  place. 

The  nuts  for  the  upper  longitudinal  braces  will  be 
cast  or  forged  steel  with  a flange  as  shown.  The  thread 
will  be  cut  away  on  the  outside  of  the  nut  forming  a 
chamfer.  When,the  nut  is  set  up  to  place,  the  rivet  holes 
will  be  drilled  iii  the  head  and  the  nut  riveted  to  it  and 
calked  around  the  edges  and  the  end  of  the  brace  riveted 
over  into  the  nut. 

The  bottom  of  the  combustion  chambers  will  be  stiff- 
ened by  angles. 

All  screw  stays  and  all  screwed  braces  will  have  raised 
threads. 

All  braces  will  be  made  without  welds. 

In  boiler  braces  fitted  with  eyes,  care  must  be  taken 
that  the  sectional  area  through  the  neck  or  eye  is  not 
less  than  that  of  the  cylindrical  portion. 

99.  Riveted  Joints. — The  longitudinal  joints  of  boiler 
shells  will  be  butted,  with  ij^-inch  straps  outside  and 
inside,  and  treble  riveted,  as  shown  on  the 
drawings.  Joints  of  heads  with  shells  will  be  double 
riveted;  all  other  circumferential  joints  will  be  lapped 
and  treble  riveted.  Joints  in  furnaces  and  combustion - 
chambers  will  be  single  riveted.  Rivets  will  be  of 
Clapp-Griffith  steel,  with  heads  in  accordance  with 
Bureau  of  Steam  Engineering  standard.  Edges  of  all 
plates  in  cylindrical  shells,  and  of  all  flat  plates  where 
not  flanged,  will  be  planed.  Edges  of  flanges  will  be 
faired  by  chipping  or  otherwise,  as  may  be  approved. 
Plates  in  cylindrical  shells  must  not  be  sheared  nearer 
the  finished  edge  than  one-half  the  thickness  of  the 
plate  along  the  circumferential  seams,  and  not  nearer 
than  one  thickness  along  the  longitudinal  seams.  No 
plate  must  average  less  than  the  specified  thickness 
along  the  longitudinal  seams.  All  rivet  holes  in  shell 
plates  will  be  drilled  in  place  after  bending.  Hydraulic 
riveting  vdll  be  used  wherever  possible.  In  parts  where 
hydraulic  riveting  cannot  be  used,  the  rivet  holes  will 


49 


be  coned  and  conical  rivets  used.  Seams  will  be  calked 
on  both  sides  in  an  approved  manner.  Longitudinal 
seams  will  break  joints.  ^ All  joints  will  be  as  shown  on 
drawings. 

100.  Boiler  Manholes  and  Hand-holes. — There  will  be  man- 
holes in  each  boiler,  placed,  and  of  such  size,  as  shown 
in  drawing. 

All  manholes  will  have  stiffened  rings.  The  upper 
manhole  will  have  raised  castrSteel  frame  flanged  and 
riveted  to  the  inside  of  the  shell  of  the  boiler,  as  shown. 

The  manhole  covers  will  be  of  mild  steel  and  stamped 
in  dished  form.  All  manhole  plates  will  be  secured  by 
two  wrought-iron  dogs  and  two  ij^/inch  studs  with 
square  nuts.  Each  plate  will  have  convenient  handles. 

All  plates,  dogs,  and  nuts  will  be  indelibly  marked  to 
show  to  what  holes  they  belong. 

101.  Furnaces. — Each  furnace  will  be  in  one  piece, 
inch  thick,  and  corrugated,  3 feet  4 inches  least  inter- 
nal diameter  and  3 feet  8 inches  greatest  external  diam- 
eter. They  must  be  perfectly  circular  in  cross  section 
at  all  points.  They  will  be  riveted  to  flanges  of  front 
heads,  and  will  be  flanged  and  riveted  to  combustion- 
chamber  plates.  The  corrugations  of  adjacent  furnaces 
will  be  made  to  alternate. 

102.  Grate  Bars  and  Bearers. — The  grate  bars  will  be  of 
wrought  iron  or  of  approved  shaking  pattern  as  directed. 
They  will  be  so  fitted  that  they  can  be  readily  worked 
under  forced  draft  without  opening  the  furnace  or  ash-pit 
doors,  and  without  allowing  an  escape  of  air  or  gases. 
They  will  also  be  so  fitted  as  to  be  readily  removed  and 
replaced  without  hauling  fires.  The  bars  at  sides  of  fur- 
naces will  be  made  of  cast  iron  to  fit  the  corrugations. 
The  bearers  will  be  made  of  wrought  iron,  supported  by 
wrought-iron  lugs  bolted  to  the  furnace  flues,  and  per- 
forated so  as  to  allow  the  air  to  reach  all  parts  of  the 
grate  bars. 

103.  Bridge  Walls. — They  will  be  made  of  cast  iron,  so 
fitted  as  to  be  readily  removable.  They  will  extend  back 

5758—7 


50 


to  the  back  of  combustion  chanibers  so  as  to  leave  no 
place  behind  them  where  dirt  can  accumulate.  They 
will  be  finished  with  fire  brick  or  other  approved 
refractory  material. 

104.  Furnace  Fronts. — They  will  be  made  with  Rouble 
walls  of  wrought  iron,  bolted  to  a light  frame.  The 
space  between  the  two  walls  will  be  in  communication 
with  the  ash  pits  of  fire  room  if  closed  fire-room  draft  is 
used.  The  upper  part  of  the  inner  plate  of  furnace 
fronts  will  be  perforated  as  directed.  The  dead  plates 
will  be  made  of  cast  iron,  and  fitted  so  as  to  be  easily 
removed  and  replaced.  The  door  openings  will  be  as 
large  as  practicable.  There  will  be  a beading  on  the 
inside  of  the  door  frame  in  wake  of  the  inner  plate  of 
door  to  make  the  clearance  as  small  as  possible. 

105.  Furnace  Doors. — The  furnace  doors  must  be  pro- 
tected in  an  approved  manner  from  the  heat  of  the  fire. 
There  will  be  three  hinges  to  each  door,  all  of  wrought 
iron;  the  upper  hinge  will  be  so  made  as  to  support  the 
weight  of  the  free  end  of  the  door,  and  so  fitted  that 
the  sag  can  be  easily  taken  up.  The  latches  will  be  of 
wrought  iron.  Drawings  showing  the  arrangement  of 
furnace  fronts  and  furnace  doors  must  be  submitted  to 
the  Bureau  of  Steam  Engineering  before  work  is  com- 
menced on  them. 

106.  Air  Ducts. — Air  ducts,  as  shown  on  the  drawings, 
will  be  fitted  to  supply  air  for  the  fire-room  blowers. 
Hoods  or  screens  must  be  fitted  so  as  to  prevent  the  hot 
air  arising  through  the  fire-room  hatches  being  drawn 
down  the  ducts  leading  to  the  blowers.  Each  air  duct 
leading  to  a blower  will  be  fitted  with  a damper,  which 
can  be  easily  and  quickly  closed  in  case  its  blower  is 
stopped.  The  ducts  will  be  constructed  of  iron  or  steel 
plates  not  less  than  -5^  inch  thict. 

107.  Ash-Pit  Doors.  — They  will  be  made  of  ^-inch 
wrought  iron,  stiffened  with  angle  or  channel  iron. 
Each  door  will  have  two  wrought-iron  handles  and  two 
wrought-iron  beckets  to  fit  hooks  on  uptake  doors. 


51 


108.  Lazy  Bars. — A portable  lazy  bar  with  the  neces- 
sary lugs  will  be  fitted  in  front  of  each  ash  pit.  Also 
portable  lazy  bars  for  the  furnaces. 

109.  Ash  Pans. — Ash  pans  of  ^-inch  wrought  iron, 
reaching  from  the  front  of  furnace  flue  to  bridge  wall, 
will  be  fitted  to  all  furnaces. 

110.  Circulating  Plates. — Each  boiler  will  have  circulat- 

ing plates  fitted  at  each  side  of  each  nest  of  tubes.  They 
will  be  of  steel,  inch  thick,  in  sections,  so  as  to  be 
easily  introduced  and  removed^  through  manholes. 
Each  section  will  have  two  di^^c?^5^er  and  one  at 
lower  end  for  supporting  it^^om  th^i^ay.  tubes.  The 
plates  will  be  well  paintec^'all  over  vMjth  fwo  coats  of 
approved  paint  or  cement.  ||  / . \ 

111.  Uptakes. — They  willlbe^gf  th'reeHhic^^  of 

wrought  iron  or  steel,  double-space"^|  btiilt  angle, 
channel,  or  Z bars,  and  theyWill  be  b(^b^  to-th^  boiler 
heads  and  shells.  The  insid^heet  will/^No.  8,  B.  W. 
G.,  and  will  be  bolted  to  the  ^wer,  part'^  the;^smoke- 
pipe,  having  oval  holes  to  allow  fi^^pansiony^^ 

Between  the  inner  thickness  of  tne-ttg^ike^^rfi  all  sides, 
except  the  horizontal  part  in  the  spa'^?el"^tween  the 
boilers,  there  will  be  an  air  space  of  2 inches,  which  will 
be  open  at  the  bottom  and  will  terminate  at  the  top  below 
the  smokepipe ; the  space  on  the  sides  immediately  be- 
neath the  smokepipe  widening  to  6 inches.  This  space 
will  be  closed,  but  the  top  of  the  side  space  will  be  fitted 
with  a composition  damper,  of  as  large  opening  as  pos- 
sible, which  can  be  shut  from  the  fire  room,  so  that  the 
communication  between  the  air  space  and  the  smoke- 
pipe casing  can  be  closed  when  under  forced  draft. 

Outside  the  double  uptake  there  will  be  a sheet  of  No. 
12,  B.  W.  G.,  iron  or  steel,  making  in  all  three  thicknesses 
of  iron  or  steel.  This  latter  sheet  will  have  a space  of 
2 inches  between  it  and  the  middle  sheet,  and  will  extend 
to  within  6 inches  of  the  top  of  the  middle  sheet.  The 
2-inch  space  will  be  filled  with  magnesia  or  an  approved 
non-conducting  substance. 


52 


The  tinder  side  of  the  uptake  in  the  spandrel  between 
the  boilers  will  not  have  any  air  space,  but  will  be  of  two 
thicknesses  of  iron,  No.  8 and  No.  12,  spaced  4 inches 
apart,  which  space  will  be  filled  with  magnesia. 

There  will  be  a dividing  diaphragm  in  the  uptake  ex- 
tending to  the  height  of  the  armored  deck,  separating 
the  boiler  gases  from  each  other. 

112.  Uptake  Doors. — The  uptake  doors  will  be  made  in  a 
similar  manner  to  the  uptakes  as  before  described,  but 
in  addition  they  will  be  fitted  with  a ‘‘baffle”  plate  of 
No.  10,  B.  W.  G.,  stayed  2 inches  from  the  inner  sheet  of 
the  door. 

The  hinges  and  latches  will  be  made  of  cast  or  wrought 
steel  or  wrought  iron.  The  doors  must  be  hung  so  that 
they  will  swing  out  in  line  with  the  tubes  without  inter- 
ference. Each  door  will  have  two  hooks  for  hanging  the 
ash-pit  doors  on,  and  a hook  for  a tricing  rope. 

113.  Smokepipes. — There  will  be  three  smokepipes,  each 
about  100  feet  in  height  above  grate  of  the  lower  fur- 
naces. 

The  pipes  will  be  square  at  the  base,  coming  into  a 
round  section  about  9 feet  above  protective  deck,  the 
part  passing  through  the  protective  deck  being  made  of 
^-inch  plate.  This  part  will  be  made  of  double  plate, 
spaced  6 inches  apart  and  secured  by  Z or  channeled 
bars.  Inside  the  inner  sheet  will  be  a ledge  supporting 
the  armor  bars. 

The  outer  plate  will  be  connected  to  the  protective 
deck  by  angle  bars  above  and  below.  The  inner  plate 
will  be  about  18  inches  wide  and  the  outer  one  15  inches. 

The  inner  sheet  of  the  uptake  will  be  secured  to  this 
inner  plate  as  before  specified. 

The  middle  sheet  of  the  uptake  will  not  be  secured  to 
the  smokepipe,  but  will  stop  6 inches  below  it.  From 
the  double  plates  passing  through  the  protective  deck 
the  pipe  will  be  carried  up  about  9 feet,  formed  of  }^-inch 
plate,  resting  on  ^ -inch- straps  on  the  J^-inch  plates, 
having  a 6-inch  air  space  between  them  at  the  bottom, 
closing  into  2)4  inches  at  the  beginning  of  the  round 


j 


53 


section.  This  section  will  be  well  stayed  by  vertical 
angle  irons. 

The  lower  half  of  the  round  inner  pipe  will  be  made 
of  No.  7,  B.  W.  G.,  iron  or  steel,  and  the  upper  half  of 
No.  9,  B.  W.  G.  It  will  be  finished  at  the  top  by  angle 
bars.  It  will  also  have  a hood  to  which  stay  shackles 
will  be  secured  for  slinging  painters.  It  will  extend 
down  over  the  outer  pipe,  leaving  a sufficient  area  for  the 
escape  of  the  heated  air.  The  outer  pipe  will  be  of  No. 
12,  B.  W.  G.,  strongly  stayed  to  the  inner.  It  will  be 
bolted  and  strapped  on  the  inside  and  flush-riveted  on 
the  outside.  It  will  extend  within  about  6 inches  of  the 
hood  at  the  top. 

The  pipes  will  be  stayed  by  three  rows  of  guys  and 
turnbuckles,  one  row  near  the  top  of  the  inner  casing, 
one  row  about  30  feet  from  the  deck,  and  the  other  row 
about  halfway  between  the  two.  There  will  be  four  guys 
in  the  upper  row,  two  in  the  second  row,  and  four  in  the 
lower  row.  The  guys  will  lead  fore  and  aft,  and  athwart- 
ships  in  the  upper  and  lower  rows  and  athwartships  only 
in  the  center  row. 

The  shackle  bolts  will  extend  through  both  pipes, 
passing  through  a thimble  between  them,  having  a nut 
on  the  inside,  with  collar  on  the  outside.  There  will  also 
be  m band  around  the  pipe  at  each  row  of  guys  6 inches 
by  % inch,  riveted  to  outside  casing. 

From  6 inches  below  the  berth  deck  to  2 feet  above  the 
upper  deck,  there  will  be  a casing  surrounding  the  outer 
pipe  and  6 inches  from  it,  of  No.  12,  B.  W.  G.  This  cas- 
ing will  be  punched  with  4-inch  holes,  6 inches  below  the 
deck  beams  on  each  deck,  for  ventilation.  Above  the 
top  of  the  casing  will  be  an  umbrella  and  curtain,  finished 
on  the  edge  with  half-round  iron,  to  prevent  water  com- 
ing down  the  casing,  and  leaving  space  sufficient  for  the 
exit  of  the  air. 

There  will  be  a ladder  on  the  outside  of  each  pipe  on 
the  forward  side,  extending  to  the  top.  This  ladder  to 
be  made  of  round  iron,  bent  and  riveted  to  the  pipe. 

There  will  be  doors  through  the  casings  and  pipes, 
about  on  a level  of  the  berth  deck,  large  enough  to  admit 
a man.  * 


: V-  \ 

■ :,.c. 


5 

' i 

i 

] 


54 


114.  Smokepipe  Covers. — If  directed  the  smokepipes  will 
have  permanently  fixed  covers  made  of  wrought  iron  No. 
I I,  B.  W.  G.,  built  on  angles  in  a slightly  dished  form  and 
supported  by  angles  riveted  to  the  smokepipes.  The 
covers  will  be  placed  at  such  a height  above  the  top  of 
the  smokepipes  so  that  they  will  not  interfere  with  the 
escape  of  the  gases,  and  will  overlap  the  smokepipes 
about  21  inches  all  around. 

115.  Boiler  Saddles. — The  boilers  will  be  supported  by 
lugs  of  plate  steel  or  iron,  1^x12  inches,  with  the  ends 
brought  together  and  welded  into  a triangular  shape, 
the  hypothenuse  being  bent  to  fit  the  boiler,  and  the  base 
resting  on  a continuous  keelson  or  shelf  built  in  the 
ship.  Each  lug  will  be  bolted  to  the  boiler  by  six  i ^-inch 
bolts  extending  through  the  shell  and  having  a nut  on 
the  inside  and  also  tapped  into  the  shell. 

Each  lug  will  be  bolted  to  the  keelson  by  four  i^-inch 
bolts.  There  will  be  five  of  these  lugs  on  each  double- 
ended  boiler  and  three  for  each  single-ended  boiler;  the 
center  lug  will  be  bolted  to  the  keelson  by  fitted  or 
driven  bolts,  and  the  others  will  have  oval  holes  to  allow 
for  expansion. 

116.  Boiler  Attachments. — Each  boiler  will  have  the 
following  attachments,  viz: 

One  steam  stop  valve; 

One  dry  pipe; 

One  main  feed-check  valve  with  internal  pipe; 

One  auxiliary  feed-check  valve  with  internal  pipe; 

One  bottom  blow  valve  with  internal  pipe; 

One  surface  blow  valve  with  internal  pipe  and  scum 
pan; 

Two  safety  valves  to  be  connected  with  dry  pipe  or 
have  internal  pipes; 

One  steam  gauge  on  each  single-ended  boiler,  and  one 
at  each  end  of  each  double-ended  boiler; 

Two  glass  water  gauges  of  approved  automatic  closing 
pattern  on  each  single-ended  boiler,  and  two  at  the  feed- 
ing and  one  at  the  other  end  of  each  double-ended  boiler; 


55 


Four  gauge  cocks  on  each  single-ended  boiler,  and  four 
at  each  end  of  each  double-ended  boiler; 

One  sentinel  valve; 

One  salinometer  pot; 

One  drain  cock; 

One  air  cock; 

One  approved  circulating  apparatus; 

One  cock  with  thread  for  the  attachment  of  a syringe. 

All  external  fittings  will  be  of  composition  unless 
otherwise  directed.  All  fittings  will  be  flanged  and 
through-bolted  or  attached  in  other  approved  manner. 
All  cocks,  valves,  and  pipes  will  have  spigots  or  nipples 
passing  through  the  boiler  plates.  All  internal  pipes 
will  be  of  brass.  No.  14,  B.  W.  G.,  and  must  touch  the 
plates  nowhere  except  where  they  connect  with  their 
external  fittings.  The  internal  feed  and  blow  pipes  will 
be  expanded  in  the  holes  in  boiler  shells  to  fit  the  nipples 
on  their  valves,  and  they  will  be  supported  where  neces- 
sary in  an  approved  manner.  The  stems  of  all  valves 
on  boilers  are  to  have  outside  screw  threads.  The 
internal  feed  and  blow  pipes  are  to  be  arranged  to  come 
between  the  corrugations  of  furnaces. 

117.  Boiler  Main  Stop  Valves. — There  will  be  a lo-inch 
self-closing  stop  valve,  with  horizontal  spindle,  on  each 
double-ended  boiler,  and  one  7^  inches  diameter  on  each 
auxiliary  boiler.  There  will  be  a 7-inch  nozzle  on  each 
valve  chamber  of  the  double-ended  boilers  for  attach- 
ment of  the  auxiliary  stop  valve. 

A screw  sleeve,  with  suitable  hand  wheel,  will  be  fitted 
for  closing  the  valve;  also  a spindle  and  handle  for 
opening  the  valve. 

The  stop  valves  on  all  the  boilers  will  be  located  as 
directed. 

The  wheels  on  all  boiler  stop  valves  will  have  rims 
covered  with  Wood. 

118.  Boiler  Auxiliary  Stop  Valves. — There  will  be  on  each 
of  the  double-ended  boilers  a 7-inch  self-closing  stop 
valve,  with  horizontal  spindle  bolted  to  a nozzle  on  the 
main  stop-valve  chamber. 


56 


119.  Dry  Pipes. — There  will  be  in  each  boiler,  as  high  as 
possible,  and  properly  supported,  a brass  or  tinned  copper 
dry  pipe,  extending  nearly  the  length  of  the  boiler,  per- 
forated on  its  upper  side  with  loQgitudinal  slits  of  such 
a number  and  size  that  the  sum  of  their  areas  will  equal 
seven-eighths  of  the  area  of  the  stop  valve.  The  pipes 
will  be  12  and  9 inches  diameters,  respectively,  for  the 
double-ended  boilers  and  auxiliary  boilers. 

120.  Feed-Check  Valves. — The  main  and  auxiliary  check 
valves  on  the  double-ended  boilers  will  each  be  4^  inches 
in  diameter,  and  on  the  auxiliary  boilers  3 inches  diam- 
eter. They  will  be  placed  on  the  shell  at  front  ends  of 
the  boilers,  but  entirely  separate  from  each  other,  and 
will  be  fitted  with  internal  pipes,  the  main  feed  pipes 
leading  above  the  tubes  and  pointing  downward  in  the 
water  spaces  between  the  nests  of  the  tubes  and  between 
one  of  the  wing  nests  and  shell,  as  shown.  The  auxiliary 
internal  feed  pipe  will  lead  in  a similar  manner  on  the 
other  side  of  the  boiler. 

The  valve  cases  will  be  so  made  that  the  bottom  of  the 
outlet  nozzle  shall  be  at  least  inch  above  the  valve 
seat.  The  valves  will  be  assisted  in  closing  by  phosphor- 
bronze  spiral  springs.  These  valves  will  have  polished 
brass  bent  bar  handles  in  lieu  of  hand  wheels. 

The  feed-check  valves  will  have  stop  valves  between 
the  check  valve  and  the  boiler. 

121.  Safety  Valves. — Each  double-ended  boiler  will  have 
two  7-inch  or  four  5-inch,  and  each  single-ended  boiler 
two  5 -inch  spring  safety  valves,  placed  on  the  stop  valve 
casings,  two  valves  to  be  in  one  case. 

Each  valve  will  have  a projecting  lip  and  an  adjustable 
ring  for  increasing  the  pressure  on  the  valve  when 
lifted,  or  an  equivalent  device  for  attaining  the  same 
result.  They  will  be  adjustable  for  pressure  up  to  the 
test  pressure — the  adjusting  mechanism  to  have  an  index 
to  show  the  pressure  at  which  the  valve  is  set,  and  a lock 
to  prevent  tampering  with  the  adjustment.  The  locks 
on  all  safety  valves  will  be  alike.  The  springs  will  be 
square  in  cross  section,  of  first  quality  tool  steel,  and 


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57 


will  be  nickel-plated.  They  will  be  of  such  a length  as 
to  allow  the  valves  to  lift  one-eighth  of  their  diameters 
when  the  valves  are  set  i6o  pounds  pressure.  They  will 
have  spherical  bearings  at  ends,  or  be  connected  to  the 
compression  plates  in  such  a manner  as  to  insure  a proper 
distribution  of  pressure.  They  will  be  inclosed  in  cases 
so  arranged  that  steam  will  not  come  in  contact  with  the 
springs.  The  spring  cases  will  be  so  fitted  that  the 
valves  can  be  removed  without  slacking  the  springs. 
The  valve  stems  will  fit  loosely  in  valves,  to  bottom  below 
the  level  of  the  seats,  and  to  be  so  secured  that  the  valves 
may  be  turned  by  a wrench  or  cross-bar  on  top  of  stem, 
The  valves  will  be  guided  by  wings  below  and  in  an 
approved  manner  above.  The  valves  will  be  fitted  with 
mechanism  for  lifting  by  hand  from  main  deck  and  fire 
rooms,  the  mechanism  foi  each  pair  of  valves  to  be  such 
that  the  valves  will  be  lifted  in  succession.  All  joints 
in  the  lifting  gear  will  be  composition-bushed.  The 
outlet  nozzle  will  be  in  the  base  casting,  so  that  the  joint 
at  the  escape  pipe  will  not  have  to  be  broken  when  taking 
the  valves  out.  The  casings,  valves,  and  spindles  will 
be  made  of  composition.  The  valve  seats  will  be  of 
nickel  or  equivalent  metal  of  approved  kind.  A drain 
pipe  will  be  attached  to  each  safety-valve  casing  below 
the  level  of  the  valve  seats,  leading  to  the  bilge. 

122.  Sentinel  Valves. — Each  boiler  will  have  a sentinel 
valve  of  square  inch  area.  It  will  have  a sliding 
weight  on  a notched  lever  graduated  to  175  pounds 
pressure,  and  will  be  placed  at  the  same  end  of  the  boil- 
ers as  the  check  valves. 

123.  Bottom-Blow  Valves. — There  will  be  a 2)4 -inch  bot- 
tom blow  valve  on  each  boiler,  bolted  to  the  shell  near 
the  front.  The  valves  will  close  with  the  boiler  pressure. 
An  internal  pipe  will  lead  from  each  valve  to  near  the 
bottom  of  the  boiler. 

124.  Surface-Blow  Valves. — There  will  be  a 2 -inch  surface 
blow  valve  on  each  boiler,  bolted  on  or  near  the  front. 
The  boiler  pressure  will  be  above  the  valve.  An  internal 
pipe  will  lead  from  each  valve  to  near  the  water  line  in 

5758—8 


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58 


the  boiler,  and  will  be  fitted  with  a scum  pan.  The  valve 
casing  and  hand  wheel  will  be  of  composition. 

125.  Blow  Pipes. — A 3-inch  pipe  will  connect  with  all 
bottom  blow  valves  in  each  compartment  and  with  a sea 
valve  in  the  same  compartment.  This  pipe  will  have  a 
nozzle  for  the  connection  of  a pipe  for  pumping  out  the 
boilers,  as  well  as  2-inch  nozzles  for  attachment  of  pipes 
from  the  surface  blow  valves.  There  will  be  a straight- 
way valve  in  the  blow  pipe  as  near  the  sea  valve  as 
possible. 

All  joints  will  be  flange  joints. 

126.  Boiler  Pumping-out  Pipes. — A 3-inch  pipe  will  con- 
nect the  bottom  blow  pipe  in  each  compartment  with  one 
of  the  auxiliary  feed  pumps,  with  a screw-stop  valve 
above  the  floor  near  the  pump. 

127.  Steam  Gauges. — There  will  be  a spring  steam  gauge 
on  each  auxiliary  boiler  and  one  at  each  end  of  each 
double-ended  boiler.  The  gauges  will  have  seamless 
tubes  and  8^-inch  dials,  graduated  to  255  pounds,  and 
will  have  the  double  Bourdon  tube.  This  gauge  will  have 
an  independent  connection  with  the  boiler  and  be  fitted 
with  a three-way  cock,  a drain  cock  at  the  lowest  part  of 
the  steam  pipe  from  the  boiler,  and  a coupling  for  attach- 
ment of  a test  gauge. 

128.  Boiler  Water  Gauges. — Each  auxiliary  boiler  will 
have  two  glass  water  gauges,  and  each  double-ended 
boiler  will  have  two  glass  water  gauges  at  the  feeding 
and  one  at  the  other  end,  and  all  to  be  of  approved  auto- 
matic closing  pattern.  Each  gauge  will  be  placed  at  the 
side  of  the  boiler  and  will  have  i^-inch  pipes  leading 
to  top  and  near  bottom  of  boiler,  with  a valve  in  each 
close  to  boiler,  the  two  gauges  at  the  same  end  being 
placed  on  opposite  sides  and  as  far  apart  as  possible. 
The  shut-off  and  blow-out  cocks  are  each  to  have  at  least 
% inch  in  diameter  clear  opening,  and  will  have  levers 
and  rods  for  working  from  fire  room.  The  glasses  will 
be  about  16  inches  in  exposed  length,  with  the  lowest 
exposed  part  about  i inch  above  the  highest  heating  sur- 


59 


face.  They  will  be  % inch  outside  diameter.  The  glasses 
will  be  well  protected.  A brass  index  plate,  with  letters 
and  arrows  cast  in  relief,  will  be  fixed  close  to  each  gauge 
glass  to  show  the  height  of  the  top  of  combustion  cham- 
ber. The  blow-out  cocks  will  have  drain  pipes  leading  to 
bilge  with  union  joints,  % inch  inside  diameter. 

129.  Gauge  Cocks. — There  will  be  four  gauge  cocks  or 
valves  on  each  single-ended  boiler  and  four  on  each  end  of 
each  double-ended  boiler.  The  valve  chambers  will  have 
two  seats,  the  inner  one  formed  in  the  casting  and  the 
other  movable,  screwed  into  the  casting  and  furnished 
with  a handle.  The  valve  will  have  two  faces,  and  will  be 
closed  by  screwing  down  the  movable  seat  and  will  be 
opened  by  the  pressure  in  the  boiler  when  the  outside 
seat  is  slackened  off.  There  will  be  a guide  stem  on  each 
side  of  the  valve,  the  valve  and  stem  being  turned  from 
one  piece  of  rolled  manganese  bronze  or  Tobin’s  metal; 
the  stem  on  the  inner  side  being  square  and  also  on  the 
outside  of  the  outer  seat  to  % inch  beyond  it.  It  will  be 
of  a circular  section  where  it  passes  through  the  movable 
seat.  The  opening  of  the  valve  will  be  at  least  inch  in 
diameter,  and  the  discharge  from  the  chamber  will  be  at 
least  % inch  diameter.  They  will  be  provided  with  rods 
and  levers  for  working  from  fire  room.  Each  cock  will  be 
independently  attached  to  the  boiler.  They  will  be 
spaced  about  6 inches  vertically,  the  lowest  one  being 
about  4 inches  below  the  highest  heating  surface. 

Each  set  will  have  a drip  pan  and  a i^-inch  copper  or 
brass  drain  pipe  leading  to  the  bilge. 

The  castings  will  be  sufficiently  strong  to  avoid  break- 
age under  ordinary  circumstances. 

130.  Salinometer  Pots. — There  will  be  a salinometer  pot 
of  approved  pattern  connected  to  each  boiler.  They  will 
be  placed  in  groups  in  the  fire  rooms  where  directed. 

131.  Boiler  Drain  Cocks. — Each  boiler  will  have  a i-inch 
drain  cock  of  approved  pattern. 

132.  Boiler  Air  Cocks. — Each  main  boiler  will  have  a 
^-inch  air  cock  at  its  highest  part,  with  a J^-inch  copper 
pipe  leading  to  bilge. 


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133.  Circulating  Apparatus. — There  will  be  fitted  to  each 
boiler  an  approved  device  for  circulating  the  water  in 
the  boiler  while  raising  steam.  Each  of  these  will  be 
fitted  where  directed  and  have  a stop  valve  close  to  boiler. 
They  will  take  steam  from  the  auxiliary  steam  pipe,  with 
stop  valve  in  fire  room. 

134.  Zinc  Boiler  Protectors. — Each  boiler  will  have  rolled 
zinc  plates,  12  x 6 x ^ inch.  Each  plate  will  be  bolted  to 
wrought-iron  straps,  which  will  be  clamped  to  the  stays. 
Each  strap  will  be  filed  bright  where  in  contact  with 
zinc  and  stay,  each  stay  being  also  filed  bright  at  contact 
point.  After  being  bolted  in  place  the  outside  of  the 
joints  will  be  made  water-tight  by  paint  or  approved 
cement.  The  zinc  plates  will  be  located  as  may  be  desig- 
nated by  the  Bureau  of  Steam  Engineering,  and  there 
will  he  I square  feet  of  exposed  surface  exclusive  of 
edges  for  each  100  square  feet  of  heating  surface  in  the 
boilers. 

Surrounding  the  zinc  and  bolted  to  the  stay  will  be 
placed  baskets  of  ^-inch  iron  or  steel,  to  catch  the  zinc 
when  disintegrated.  The  baskets  will  have  six  ^-inch 
holes  in  the  bottom. 

135.  Main  and  Auxiliary  Feed  Pumps. — There  will  be  in 
each  fire  room  in  which  check  valves  are  placed,  viz:  The 
forward  fire  room  of  the  after  boilers,  the  after  fire  room 
of  the  central  boilers,  the  fire  room  of  the  forward  auxili- 
ary, and  the  after  fire  room  of  the  forward  boilers,  the 
following  pumps: 

In  the  after  boilers  forward  fire  room  a main  feed 
pump  on  port  side,  capable  of  delivering  350  gallons  per 
minute;  on  the  starboard  side  an  auxiliary  pump  capable 
of  delivering  350  gallons  per  minute; 

In  the  after  fire  room  of  the  central  group  of  boilers, 
a main  feed  pump  on  port  side,  capable  of  delivering  250 
gallons  per  minute  and  an  auxiliary  pump  on  star- 
board side,  capable  of  delivering  250  gallons  per  minute; 

In  the  forward  fire  room  of  central  group  an  auxiliary 
pump  on  starboard  side,  capable  of  delivering  90  gallons 
per  minute; 


':''C 


61 


In  the  after  fire  room  of  the  forward  group  of  boilers 
a main  feed  pump  of  250  gallons  capacity  per  minute  on 
port  side  and  an  auxiliary  pump  of  250  gallons  per  min- 
ute  capacity  on  starboard  side. 

The  capacity  of  the  main  feed  pumps  will  be  calculated 
on  100  feet  per  minute,  piston  speed,  and  75  per  cent 
efficiency. 

The  auxiliary  pumps  and  those  pumps  drawing  from 
the  sea  will  be  estimated  at  100  feet  piston  speed  and  100 
per  cent  efficiency. 

In  the  above  pumps  the  water  valves  will  be  metallic 
of  approved  kind.  The  pumps  will  be  so  arranged  that 
the  packing  of  the  water  cylinders  will  be  easily  accessi- 
ble. The  steam  cylinder  must  be  of  sufficient  size  to 
work  the  pump  at  the  required  speed  to  supply  the  water 
above  required. 

The  exhaust  cushion  must  be  adjustable.  The  water 
cylinders,  pistons,  and  pumps,  and  pump  rods  will  be  of 
composition  or  bronze,  and  all  other  working  parts  will 
be  of  wrought  iron  or  steel.  The  water  c}dinders  will 
have  a removable  lining  for  convenfence  in  reboring. 

Each  main  feed  pump  will  draw  water  from  the  feed 
tanks  only  and  deliver  into  the  main  feed  pipe  only. 

Each  auxiliary  feed  pump  will  be  arranged  to  draw 
from  the  main  feed  tanks,  the  sea,  the  bilge,  or  the  boilers, 
at  will,  and  to  discharge  into  the  boilers  through  the 
auxiliary  feed  valves,  into  the  fire  main  or  overboard 
through  the  outboard  delivery  of  its  own  compartment. 
Auxiliary  pumps  will  have  steam  cylinders  sufficiently 
large  to  work  as  fire  pumps  with  steam  of  60  pounds 
pressure. 

136.  Feed-Pump  Pressure  Gauges. — Each  main  and  auxiliary 
feed  pump  will  have  a spring  pressure  gauge  registering 
from  zero  to  at  least  300  pounds  per  square  inch. 

137.  Ash  Hoists.— One  ventilator  in  each  fire  room  will 
have  vertical  guide  strips  of  iron  on  the  inside  and  be 
fitted  with  all  the  necessary  gear  for  hoisting  ashes. 

An  ash-hoisting  engine  of  approved  design  will  be 
fitted  in  each  fire-room  hatch  or  such  place  as  may  be 


\ 


62 


directed,  of  sufficient  power  to  hoist  300  pounds  from  the 
fire-room  floor  to  the  deck  in  five  seconds  with  steam  of 
60  pounds  pressure. 

It  will  have  a reversing  gear,  to  be  worked  from  the 
fire  room  and  from  deck,  with  approved  adjustable 
safety  gear  to  prevent  overwinding  and  to  stop  the 
engine  when  the  ash  bucket  reaches  the  fire-room  floor. 
It  will  also  be  fitted  with  an  approved  brake  to  control 
the  drum.  The  ash  hoist  will  be  fitted  with  the  necessary 
sheaves,  whip,  and  all  appliances  necessary  for  handling 
ash  buckets. 

138.  Coal-Hoisting  Engines. — There  will  be  two  coal-hoist- 
ing engines  capable  of  lifting  1,000  pounds  at  300  feet  per 
minute,  located  where  directed. 

139.  Fire-Room  Blowers. — There  will  be  two  blowers  of 
approved  pattern  in  each  fire  room. 

These  blowers  must  be  capable  of  supplying  to  the 
fires  continuously,  with  ease,  sufficient  air  to  maintain 
the  maximum  rate  of  combustion.  They  will  take  air 
from  ducts,  as  shown  on  the  drawings,  and  deliver  into 
the  fire  rooms.  If  necessary  light  iron  screens  will  be 
fitted  in  fire  rooms  so  that  the  air  from  the  blowers  will 
not  blow  the  coal  dust. 

The  spindle  bearings  must  be  accessible  while  the 
blowers  are  in  motion,  and  will  be  of  anti-friction  metal, 
fitted  in  composition  boxes,  and,  together  with  their 
lubricating  apparatus,  must  be  thoroughly  protected 
from  dust. 

If  the  blowers’are  fitted  with  casings,  the  casings  must 
be  so  made  that  they  can  be  removed  without  cutting  out 
rivets. 

140.  Air-Tight  Bulkheads. — Light  iron  bulkheads  will  be 
fitted  as  may  be  required,  so  as  to  limit  the  space  under 
air  pressure.  Air-tight  doors  will  be  placed  in  these 
bulkheads  where  directed. 

141.  Ventilating  Fans. — There  will  be  two  blowers  in  each 
engine-room  hatch  or  such  place  as  may  be  directed,  one 
for  each  engine  room,  four  in  all,  each  capable  of  deliv- 


63 


ering  10,000  cubic  feet  air  per  minute,  for  ventilation  of 
the  engine  rooms.  They  will  take  air  from  ventilators 
led  to  such  a distance  above  the  hatch  that  the  hot  air 
rising  from  the  hatch  will  not  be  drawn  down  the  venti- 
lators. Air  ducts  will  be  led  from  these  fans  and  will  be 
so  arranged  that  the  engine  rooms  and  shaft  alleys  will 
be  thoroughly  ventilated. 

Each  blower  will  be  driven  by  an  independent  engine 
of  the  same  kind  as  specified  under  blower  engine. 

142.  Blower  Engines. — Each  blower  will  be  driven  direct 
by  a balanced  engine  of  two  or  more  cylinders  of  an 
approved  design  and  of  sufficient  power  to  run  the  blower 
at  full  speed  with  steam  of  100  pounds  boiler  pressure. 
The  engine  valves  must  be  of  the  slide  or  piston  type. 

All  working  parts  must  be  closed  in,  but  easily  acces- 
sible for  overhauling.  The  lubrication  must  be  automatic 
and  thorough,  and  such  that  the  oil  cannot  come  in  con- 
tact with  dust  in  the  fire  room.  The  throttle  valve  in 
the  steam  pipe  of  each  blowing  engine  will  be  arranged 
to  be  worked  from  the  fire-room  floor,  with  suitable  index 
to  show  how  much  it  may  be  open.  The  steam  pipe  for 
each  blower  will  connect  with  auxiliary  steam  pipe. 

The  shafts  of  blower  engines  will  be  so  fitted  that  a 
portable  revolution  indicator  can  be  quickly  and  easily 
applied  without  removing  any  part  .of  the  mechanism. 

143.  Air-Pressure  Gauges. — ^^A  gauge  of  a pattern  approved 
by  the  Bureau  of  Steam  Engineering  will  be  fitted  in  each 
fire  room  to  show  the  air  pressure. 

A portable  gauge  will  also  be  supplied  to  each  fire 
room,  with  convenience  for  connecting  it  to  the  furnaces, 
uptakes,  and  wherever  it  is  desired  to  measure  the  air 
pressure. 

All  the^e  gauges  will  indicate  pressure  in  inches  of 
water. 

144.  Air  Locks. — Suitable  air  locks  must  be  provided  in 
the  passages  into  the  fire  rooms  and  in  the  ash-hoist 
ventilators  to  prevent  the  escape  of  air  while  the  fire 
rooms  are  under  pressure. 


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64 


145.  Fire-Tool  Racks. — Racks  will  be  fitted  in  each  fire 
room  in  convenient  places  for  holding  aH^ecessary  fire 
tools. 

146.  Ash  Dumps. — From  each  ash  hoist,  on  the  tipper 
deck,  permanent  overhead  rails,  suitably  supported,  will 
lead  to  the  nearest  ash  chute  on  each  side  of  the  ship,  if 
directed.  Each  of  these  will  be  fitted  with  a traveler 
of  approved  design,  with  all  necessary  appliances  for 
carrying  the  ash  buckets.  At  the  top  of  each  ash  chute 
a dumping  hopper  of  approved  design  will  be  fitted,  so 
arranged  as  to  fold  up  out  of  the  way  when  not  in  use. 
Arrangements  must  also  be  made,  either  by  a temporary 
chute  or  other  approved  manner,  for  dumping  ashes  from 
either  side  into  a lighter.  The  ash  buckets  are  to  be 
balanced  dump  buckets,  with  all  necessary  gear  complete. 
All  the  ash  hoisting  and  dumping  gear  will  be  such  that 
the  buckets  will  not  have  to  be  lifted  by  hand. 

147.  Ash  Sprinklers. — A valve  for  wetting  down  ashes 
will  be  fitted  in  each  fire  room,  where  directed,  and  will 
be  fitted  with  all  necessary  hose,  couplings,  nozzles,  and 
reels  or  racks. 

148.  Steam  Tube  Cleaners. — A steam  tube  cleaner  of 
approved  design  will  be  fitted  in  each  fire  room.  Steam 
will  be  taken  from  the  auxiliary  steam  pipe.  Sufficient 
length  of  steam  hose  will  be  provided  to  easily  reach  all 
the  tubes. 

149.  Gun-Table  or  Turret-Turning  Gear. — The  gun  tables  or 
turrets  will  be  revolved  by  means  of  worm  gearing  con- 
nected to  the  bottom  of  the  ammunition  tube,  and  driven 
by  a steam  engine  situated  as  shown  in  the  drawing  to  be 
furnished  the  contractor.  The  engine  will  be  controlled 
by  hand  wheels,  situated  at  the  sighting  stations  in  the 
turrets,  by  means  of  suitable  gearing  extending  down 
the  inside  of  the  ammunition  tube,  and  connecting  with 
a reversing  valve  which  changes  the  steam  and  exhaust 
ports  of  the  engine,  and  so  arranged  that  the  turret 
follows  the  movement  of  the  hand  wheel. 

The  engines  will  be  of  approved  type — collectively  of 
sufficient  power  to  turn  the  gun  table  or  turret  at  the 


G5 


rate  of  one  revolution  per  minute,  with  the  guns  run  out 
and  the  vessel  heeled  lo  degrees,  with  a steam  pressure 
of  loo  .pounds  per  square  inch.  The  turning  engines 
must  have  all  their  parts  easily  accessible.  The  engines 
will  be  arranged  to  reverse  by  changing  the  steam  and 
exhaust  ports,  and  to  run  equally  well  in  either  direction. 
They  will  be  of' the  horizontal,  double-cylinder  type,  with 
the  cranks  placed  at  right  angles.  Two  cast-steel  bevel 
gears  on  the  crank  shaft  will  drive  the  two  screw  shafts, 
which,  acting  on  the  worm  wheel  at  the  base  of  the 
ammunition  tube,  turns  the  turret. 

The  worms  will  be  of  cast  steel  with  cut  teeth,  and 
finished  all  over.  Provision  will  be  made  for  discon- 
necting the  worms  by  backing  out  a cross  key  and  sliding 
the  worms  along  the  shaft  out  of  reach  of  the  worm 
wheel. 

The  worm  wheel  will  consist  of  a cast-steel  ring  having 
cut  teeth  and  bored  out  conically  to  a diameter  sufficiently 
large  to  allow  a conical  composition  friction  ring  to  be 
inserted  between  the  worm  wheel  and  a composition 
sleeve  which  encases  the  lower  end  of  the  ammunition 
tube.  This  friction  ring  will  be  bored  out  to  fit  the  sleeve 
and  turned  conically  to  fit  the  inside  of  the  worm  wheel 
and  then  cut.  It  will  have  a flange  on  the  outside 
through  which  studs  screwed  into  the  worm  wheel  will 
pass.  These  studs  will  be  fitted  with  adjusting  nuts  so 
the  friction  can  be  regulated  as  desired.  Suitable  flanges^ 
on  the  sleeve  will  keep  the  worm  wheel  in  place. 

A composition  trough  will  be  placed  under  each  worm 
and  so  arranged  that  when  filled  the  teeth  of  the  worm 
will  dip  into  the  oil.  Drip  pans  will  be  placed  where 
necessary  to  prevent  the  oil  and  water  from  dripping  on 
the  deck.  The  cylinders  will  be  provided^  with  ample 
drains  leading  to  the  exhaust-steam  pipe.  Cocks  will  be 
fitted  in  the  drains  close  to  the  cylinders. 

The  engines  will  be  started,  stopped,  and  reversed  by 
a balanced  valve  which  changes  the  steam  and  exhaust 
ports.  This  valve  will  be  moved  by  a screw  working  in  a 
crosshead  as  shown.  The  screw  is  turned  by  means  of  a 
sector  attached  to  an  annular  gear  wheel  which  travels 
5758—9 


66 


freely  on  the  top  of  the  worm  wheel.  It  is  geared  to  a ver- 
tical shaft  extending  up  the  inside  of  the  ammunition  tube 
and  carrying  a worm  wheel  on  its  top,  which  in  turn  is 
connected  by  suitable  gearing  to  hand  wheels  placed  at 
the  sighting  stations  in  the  turret.  Any  movement  of 
the  hand  wheels  will  change  the  position  of  the  reversing 
valve,  causing  the  engines  to  turn  the  turret  and  with  it 
the  handling  gear,  the  direction  being  so  as  to  close  the 
valve  and  bring  the  turret  to  rest.  Stops  will  be  placed 
on  the  annular  gear  wheel  to  prevent  the  gear  being 
turned  too  far  and  jamming  the  valve. 

The  top  of  the  vertical  shaft  is  terminated  by  a worm 
gear  wheel,  which  is  held  in  its  place  on  the  shaft  by  a 
conical  jam  nut  and  which  is  to  be  released  when  the 
turret  is  turned  by  hand,  allowing  the  shaft  to  revolve 
freely,  as  it  must,  the  annular  gear  wheel  being  held  by 
stops. 

The  hand  wheels  for  moving  the  valve  gear  are  two  in 
number,  one  at  each  sighting  station  in  the  turret,  and 
are  so  geared  that  one  turn  of  the  hand  wheel  moves  the 
turret  lo  degrees. 

An  unhooking  gear  permits  the  valve  to  be  worked  by 
hand  from  the  lower  deck  in  the  event  of  the  handling 
gear  in  the  turret  being  disabled,  a lever  for  working  the 
reversing  valve  being  provided  for  that  purpose. 

The  ammunition  tube  by  which  the  turret  is  turned  is 
cut  in  two,  leaving  a space  of  inch  between  the  sections. 
A coupling  is  formed  of  cast  steel  on  the  same  principle 
as  an  ordinary  clutch  coupling,  only  the  spaces  between 
the  faces  are  filled  with  two  plates  of  pure  gum  inches 
thick,  with  a steel  or  iron  plate  between  them.  This  is 
intended  to  ease  the  shock  of  the  recoil  of  the  gun  on 
the  worm  gear.  The  pressure  will  be  regulated  by  com- 
pressing the  gum  as  much  as  it  would  be  when  turning 
the  turret  with  the  guns  run  out  fore  and  aft  with  the 
ship  heeled  lo  degrees.  This  amount  of  compression  is 
maintained  by  liners  of  the  proper  thickness  being  placed 
behind  it. 

The  conical  friction  ring  between  the  worm  wheel  and 
the  sleeve  around  the  base  of  the  ammunition  tube  will 


67 


be  adjusted  so  that  the  turret  can  be  turned  when  at  its 
greatest  resistance.  It  is  designed  to  prevent  too  great 
a strain  being  thrown  on  the  worm  gearing  when  the  gun 
is  fired. 

Stops  will  be  placed  on  the  ammunition  tube  to  prevent 
the  turret  from  being  turned  too  far.  The  turret  is  not 
designed  to  turn  all  the  way  around.  These  stops  are  to 
be  set  in  accordance  with  the  angle,  to  be  given  by  the 
Bureau  of  Ordnance,  through  which  the  turret  is  to  turn. 

The  teeth  of  all  gears  will  be  cut.  The  material  of  all 
gears  not  otherwise  specified  will  be  of  composition. 

Drawings  of  the  turning  gear  above  specified  will  be 
furnished  hereafter  to  the  contractors. 

If  directed  there  will  also  be  an  arrangement  consisting 
of  a pinion  with  shaft  and  cranks  or  hand  wheels,  gearing 
into  the  rack  on  the  bottom  of  the  turret,  by  which  the 
turret  or  platform  can  be  turned  by  hand  in  case  of  the 
disarrangement  of  the  turning  engine. 

There  will  also  be  a locking  bolt  or  clutch  for  securing 
the  turret  or  table  in  any  desired  position. 

If  it  is  hereafter  decided  by  the  Navy  Department  to 
use  hydraulic  power  for  turning  the  turret,  the  contractor 
will  substiftite  that  method  in  lieu  of  the  one  above 
specified,  the  same  requirements  being  had  as  in  the  case 
of  steam,  and  the  necessary  hydraulic  pumps  will  be  fur- 
nished for  turning  turret,  ordnance  purposes,  and  steer- 
ing gear  if  required.  In-  the  event  of  hydraulic  power 
being  required,  specifications  for  pumps  and  turning  gear 
will  be  furnished  by  the  Bureau  of  Steam  Engineering. 

150,  Workshop  Machinery. — There  will  be  fitted  in  the 
engineer’s  workshop  the  following  tools,  arranged  to 
work  by  hand  and  power;  to  be  of  the  best  make  and  to 
be  approved  by  the  Bureau  of  Steam  Engineering: 

I.  A back-geared  screw-cutting  engine  lathe;  to  swing 
24  inches  over  ways  and  16%  inches  over  carriage  and  take 
4 feet  between  centers.  It  will  be  fitted  with  gear  for 
cutting  threads  from  2 to  32  to  the  inch,  and  with  four 
grade  cone  pulleys. 

It  will  have  a hollow  spindle  on  the  driving  head,  with 
hole  1%  inches  diameter.  The  carriage  will  have  auto- 


9 


1 

i 


1 


68 


matic  cross  feed.  The  lathe  to  be  fitted  with  scroll  and 
drill  chucks.  Weight  not  to  exceed  4,000  pounds.  Bed 
not  to  exceed  8 feet  in  length. 

2.  A 14-inch,  back-geared,  screw-cutting  engine  lathe; 
to  swing  14  inches  over  bed,  9 inches  over  carriage,  and 
take  40  inches  between  centers.  To  have  hollow  spin- 
dles with  ^-inch  holes  on  driving  head,  and  be  fitted  with 
gears  to  cut  from  4 to  64  threads  per  incK;  lead  screws 
to  be  used  for  screw  cutting  only.  Lathe  to  have  taper 
cutting  attachment  and  to  be  fitted  with  scroll  and  drill 
chucks.  Cone  pulley  to  have  four  steps.  Length  of  bed 
not  to  exceed  6 feet. 

3.  A column-shaping  machine,  of  12  inches  stroke  and 
19  inches  traverse,  with  vertical  adjustment  to  table  and 
arbor  for  circular  planing  ; to  have  four  grade  cone  pul- 
leys, and  be  fitted  with  chuck.  Weight  not  to  exceed 
2,200  pounds. 

4.  A double-geared  drilling  machine  with  screw  feed  ; 
to  have  three  grade  cone  pulleys,  and  be  capable  of  drill- 
ing from  ^-inch  to  ij4-inch  holes;  to  have  adjustable 
swinging  table  ; to  drill  18  inches  from  edge  of  work. 

5.  A small  iron  column  bench  drilling  machine  for 
hand  and  power,  to  have  three  grade  cone  pulleys  ; to 
drill  from  ^ to  ^ inch  holes  ; to  have  automatic  feed. 

6.  A combined  hand  punch  and  shears,  capable  of  cut- 
ting ^-inch  round  iron,  shearing  ^-inch  steel  plate,  and 
punching  ^ holes  in  ^ mild  steel  plate  ; shear  blades  to 
be  6 inches  in  length. 

A vertical  engine,  with  cylinder  6 inches  x 8 inches, 
will  be  provided  to  drive  these  tools  ; engine  will  have 
fly  wheel,  driving  pulley,  and  automatic  governor  ; to 
make  about  160  revolutions  per  minute. 

The  tools  above  specified  will  be  erected  and  fitted 
where  directed  in  the  engineer’s  workshop.  Each  ma- 
chine will  be  driven  from  a countershaft  with  cone  pul- 
leys to  suit  the  machine. 

Countershafts,  hangers,  and  pulleys  will  be  provided 
for  each  of  the  above  tools. 

151.  Distilling  Apparatus  Evaporators.  — The  distilling 
apparatus,  placed  where  directed,  will  consist  of  two 


69 


evaporators  and  two  distillers,  with  their  accessories, 
having  a combined  capacity  of  10,000  gallons  of  potable 
water  per  24  hours  at  a temperature  of  not  more  than 
90°  F. 

The  evaporators  will  be  made  with  shells  of  plate  steel. 
They  will  be  either  horizontal  or  vertical,  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering.  The 
tubes  will  be  of  such  design  that  they  can  be  readily  re- 
moved for  scaling  or  repair,  with  adequate  provision  for 
expansion,  and  will  be  secured  to  the  tube  sheet  in  an 
approved  manner.  They  will  be  either  straight,  bent, 
or  coiled  as  the  Bureau  of  Steam  Engineering  may  ap- 
prove. The  tubes  must  be  so  arranged  that  after  the 
system  is  removed  from  the  shell  it  will  be  accessible  in 
all  its  parts  for  scaling.  They  will  be  felted  and  laggdd 
with  black-walnut  lagging  held  with  brass  bands,  and 
will  each  be  fitted  with  a safety  valve,  steam  gauge, 
glass  water  gauge,  gauge  cocks,  salinometer  pot,  and  blow 
valve.  They  will  take  steam  from  the  auxiliary  steam 
pipe,  and  will  be  fitted  with  automatic  traps  and  with 
drain  pipes  leading  to  the  feed-tank  pumps.  The  shells 
of  the  evaporators  will  be  tested  to  50  pounds  to  the 
square  inch,  and  the  coils  and  all  parts  subject  to  boiler 
pressure  to  230  pounds  per  square  inch.  Each  evapora- 
tor will  have  at  least  150  square  feet  of  heating  surface. 

The  distillers  will  be  made  with  shells  of  sheet  brass, 
flanges  and  heads  of  composition,  and  coils  of  copper 
or  brass,  thoroughly  tinned  on  both  sides.  The  coils  of 
each  distiller  will  be  divided  into  at  least  three  parts, 
each  with  a separate  inlet  and  outlet  valve. 

The  distillers  will  be  so  arranged  that  they  can  take 
steam  from  the  auxiliary  steam  pipe  in  an  emergency. 

A filter,  of  approved  design,  will  be  fitted  to  each 
distiller. 

There  will  be  efficient  means  for  aerating  the  steam 
used  in  making  distilled  water. 

There  will  be  five  (5)  steam  pumps,  of  approved  pat- 
tern, for  the  following  purposes  : 

One  pump  of  2'j/s  inches  water  cylinder  x 5 inches 
stroke,  for  pumping  distilled  water  from  distiller  to 
fresh-water  tanks  or  to  the  main-feed  tanks  at  will. 


70 


One  pump  of  same  capacity  drawing  brine  from  evapo- 
rator and  discharging  into  the  circulating-pump  dis- 
charge beyond  the  feed  suction. 

The  fresh-water  and  brine  pumps  can  be*  consolidated 
into  one  double  purn^,  with  the  steam  cylinder  between 
the  two  water  cylinders,  4 inches  in  diameter. 

The  fresh-water  cylinder  will  have  no  copper  or  lead, 
and  will  have  a pipe  leading  from  its  suction  pipe  to  above 
the  awnings  with  a regulating  valve  so  that  air  can  be 
forced  into  the  tanks  with  the  water.  In  the  water  suc- 
tion of  this  pump  will  be  fitted  an  approved  water  meter, 
made  without  copper  or  lead.  The  discharge  pipes  of 
this  pump  will  lead  to  the  bottom  of  the  fresh-water 
tank,  so  that  the  air  forced  in  will  rise  through  the  water. 

One  pump  with  a capacity  of  20  gallons  per  minute  at 
ordinary  speed,  for  feeding  the  evaporators,  drawing  its 
water  from  the  overflow  of  the  circulating  water  through 
the  condenser. 

One  pump  with  a capacity  of  300  gals,  per  minute,  for  cir- 
culating the  water  for  condensation  around  the  distiller 
coils,  and  to  have  a steam  cylinder  large  enough  to  drive 
the  pump  as  a fire  pump.  This  pump  will  have  a special 
sea  valve,  and  its  discharge  will  be  so  arranged  that  it 
can  throw  through  either  or  both  distillers  or  into  the 
fire  main  through  a by-pass  valve. 

One  duplex  pump,  2 x x 2^  inches  stroke,  equal  to 
Worthington  standard,  fitted  with  metal  valves  for  pump- 
ing condensed  water  from  traps  to  the  main  feed  suction. 
This  pump  to  be  placed  below  the  level  of  the  evapora- 
tors. 

The  condensing  water  after  leaving  the  distillers  will 
will  be  led  forward  by  a pipe  of  approved  size,  with  con- 
nections for ' flushing  the  crew’s  water  closets,  with 
branches  to  the  officers’  water  closets.  This  pipe  must 
be  placed  so  that  water  will  flow  to  all  the  closets  at  the 
same  time.  A by-pass  pipe  will  be  provided  so  that 
water  may  pass  to  the  closets  when  the  distillers  may  be 
shut  off. 

The  evaporators  and  distillers  will  be  so  fitted  that 
their  coils  can  be  easily  removed  for  repairs.  There 


1 


71 


must  be  no  internal  detachable  joints  in  the  coils  of 
either  evaporators  or  distillers. 

152.  Refrigerating  Plajit. — ^^There  will  be  an  ice  machine 
of  the  “ dense  air  ” variety  capable  of  making-  i ton  of 
ice  per  day.  It  will  have  cooling  pipes  as  directed,  to 
the  ice  tank,  to  the  cold  storage  or  refrigerating  room, 
and  to  the  scuttle  butt. 

153.  Wash-Water  Tanks,  Etc. — There  will  be  one  or  more 
wrought-iron  tanks,  of  a combined  capacity  of  400  gallons, 
to  hold  fresh  water  for  firemen’s  use.  They  will  be  fitted 
in  such  places  as  may  be  .designated.  Each  tank  will 
have  an  overflow  pipe,  without  valve  or  cock,  leading  to 
the  bilge,  witfi  the  end  in  plain  view  from  the  fire  room; 
also  a drain  pipe  with  its  valve  easily  reached  from  the 
fire  room.  A pipe  will  be  led  direct  from  the  fresh-water 
outlet  of  the  distiller  for  filling  these  tanks  without 
passing  the  water  through  the  filter;  this  pipe  to  have  a 
locked  cock. 

There  will  be  an  approved  hand  pump  connected  as 
follows:  To  have  suction  pipes  from  the  feed-tank  suction 
pipe  and  from  the  tanks  above  mentioned,  and  to  dis- 
charge into  these  tanks  and  into  the  tank  in  the  firemen’s 
washroom;  all  pipes  fitted  with  stop  valves  close  to  the 
pump.  The  pump  will  have  a dead-weight  relief  valve 
set  at  just  sufficient  pressure  to  allow  the  washroom 
tank  to  be  filled. 

A cylindrical  copper  tank  of  about  100  gallons  capacity 
will  be  fitted  in  the  firemen’s  washroom,  and  connected 
with  the  pump  above  specified.  The  tank  will  be  supplied 
with  a vent  pipe  with  a float  valve,  which  will  close  the 
vent  when  the  tank  is  full.  There  will  be  a service  pipe 
from  the  tank,  with  a branch  to  each  wash  basin,  and 
one  for  filling  buckets.  Each  of  these  branches  will 
have  a self-closing  lever  faucet.  In  the  service  pipe, 
close  to  the  tank,  will  be  a locked  cock. 

154.  Main  Steam  Pipes. — The  main  steam  pipes  will  be 
of  copper,  the  thickness  in  accordance  with  the  formula 
hereinafter  furnished. 


■i'-v.. 


V : 


..■7-  ' 


s ^ ■ - 


m ■ ■ - 


'■1 

m 


72 


• 

The  pipes  will  run  from  the  forward  boiler  aft  to  the 
engines,  one  in  each  side  next  the  outside  bulkheads. 
The  pipe  leaving  the  forward  boilers  shall  be  lo  inches 
internal  diameter.  It  will  carry  this  diameter  till  it  is 
met  by  the  branches  from  the  boilers  next  aft,  when  the 
pipe  will  be  increased  in  size  to  14  inches  internal 
diameter,  till  it  is  entered  by  the  branch  from  the  after 
boilers,  when  its  diameter  will  be  increased  to  17  inches. 
There  will  be  two  branches  from  this  17 -inch  pipe  in  the 
engine  room,  one  to  each  engine;  each  pipe  being  12 
inches  in  diameter.  Crossing  the  after  fire  room  there 
will  be  a 14-inch  inside  diameter  pipe  connecting  the  two 
main  pipes,  having  a straight-way  valve  on  each  end. 
The  pipes  from  each  boiler  stop  valve  to  the  main  pipes 
will  be  10  inches  inside  diameter,  with  the  exception  of 
those  on  the  single-ended  boilers,  which  will  be  7^ 
inches  diameter.  There  will  be  a straight-way  valve  on 
each  main  steam  pipe  forward  of  where  the  branch 
crosses  the  after  fire  room,  and  also  in  each  branch  in 
the  engine  room  leading  to  the  engines  from  the  17-inch 
steam  pipe.  Each  of  these  straight-way  valves  to  be 
provided  with  by-pass  valves. 

The  copper  main  steam  pipe  will  be  banded  at  intervals 
\ along  its  whole  length  when  it  is  of  and  above  10  inches 
internal  diameter,  with  ^-inch  steel  bands  2 inches 
wide,  spaced  6 inches  between  centers. 

The  bands  will  be  of  approved  design,  and  will  be  pro- 
vided with  tension  screws  or  keys.  Suitable  and  ap- 
proved means  must  be  provided  for  taking  up  expansion 
in  the  steam  pipes,  and  all  T’s  and  short  bends  must  be 
made  of  composition  of  approved  thickness. 

155.  Auxiliary  Steam  Pipes. — There  will  be  an  auxiliary 
steam  pipe,  extending  through  engine  and  boiler  com- 
partments and  to  the  windlass,  steering,  dynamo,  and 
ventilating-fan  engines,  and  to  the  engineer’s  workshop. 
It  will  connect  with  the  auxiliary  stop  valves  on  each 
boiler  and  with  the  main  steam  pipe  in  each  engine  room 
abaft  the  separator.  There  will  be  a stop  valve  in  the 
after  part  of  each  boiler  compartment,  close  to  the  bulk- 


73 


head,  one  in  each  engine  room  close  to  the  bulkhead,  and 
one  in  each  connection  with  the  main  steam  pipe. 
Branches  will  extend  to  all  auxiliary  machmery  herein 
specified.  The  pipe  will  be  of  sufficient  size  to  supply 
all  auxiliary  machinery,  including  dynamos  and  ventilat- 
ing fans,  when  taking  steam  from  abaft  the  separators. 
The  auxiliary  steam  pipe  will  be  arranged,  where  possible, 
so  that  steam  condensing  in  it  may  drain  back  to  the 
separator.  Where  it  is  not  possible  to  so  arrange  it,  or 
wherever  pockets  necessarily  occur,  the  pipe  will  be 
drained  and  trapped.  All  branches  from  the  pipe  to 
pumps  or  engines  on  a lower  level  will  have  the  stop 
valve  for  such  machinery  close  to  the  main  pipe,  with  a 
spindle  for  working  it  from  below,  so  that  when  the  pump 
or  engine  is  standing  idle  there  will  be  no  opportunity 
for  water  to  collect  in  the  vertical  pipe  leading  to  it. 

A separate  auxiliary  steam  pipe  will  be  fitted  connect- 
ing the  dynamo  engines  with  the  boilers;  there  will  be 
a stop  valve  on  each  boiler,  and  the  pipes  will  lead  as 
direct  as  possible  to  a separator  placed  near  the  dynamo 
engines;  all  dips  and  pockets  to  be  carefully  avoided. 
Valves  will  be  fitted  so  that  the  branch  leading  to  any 
boiler  may  be  shut  off  when  the  boiler  is  not  connected 
with  the  dynamo-engine  pipes,  and  valves  will  be  fitted 
in  the  pipes  leading  from  the  separator  to  each  engine, 
so  that  the  steam  may  be  shut  off  from  the  pipes  when 
the  engine  is  not  in  use.  The  traps  for  the  separators 
must  be  of  the  proper  size,  and  will  be  fitted  with  by-pass 
pipes  and  valves,  so  that  they  may  be  cleaned  without 
shutting  steam  off  from  the  engines.  There  will  be  an 
approved  reducing  valve  in  the  dynamo-engine  steam 
pipe,  placed  as  near  the  boilers  as  possible. 

The  drain  pipes  must  be  so  fitted  that  it  will  be  im- 
possible for  one  dynamo  engine  to  blow  into  another,  or 
for  one  end  of  one  cylinder  to  blow  into  the  other  end  of 
the  same  cylinder. 

Swing  checks  will  be  fitted  in  all  drain  pipes  close  to 
the  cylinder  or  chest  from  which  they  lead,  and  the  drain 
pipes  will  be  joined  by  an  approved  Y or  T-  The  drain 
pipes  from  the  cylinders  must  not  lead  to  a trap. 

5758—10 


74 


A plan  of  the  piping  and  drains  will  be  submitted  to 
the  Bureau  of  Steam  Engineering  for  approval  before 
any  of  the  work  is  done  upon  it. 

156.  Auxiliary  Exhaust  Pipes. — An  auxiliary  exhaust  pipe, 
of  sufficient  size  for  all  auxiliary  machinery  herein  speci- 
fied, and  for  such  other  steam  machinery  as  may  be  fitted 
in  the  vessel,  will  be  fitted  and  connected  to  all  auxiliary 
machinery  herein  specified.  It  will  have  nozzles  for  all 
other  auxiliary  machinery.  It  will  have  valves  to  direct 
the  exhaust  steam  into  either  main  condenser,  into  either 
auxiliary  condenser,  into  either  low-pressure  receiver,  or 
into  the  atmosphere  through  the  escape  pipe  at  will.  At 
each  connection  with  condensers  and  escape  pipe  the  aux- 
iliary exhaust  pipe  will  be  fitted  with  two  stop  valves  so 
as  to  minimize  the  chance  of  an  air  leak. 

The  connection  with  the  escape  pipe  will  be  made  below 
the  armored  deck. 

All  exhaust  pipes  from  engines  above  the  armored 
deck  leading  to  the  condenser  will  be  fitted  with  valves 
below  the  armored  deck. 

The  dynamo-engine  exhaust  pipes  must  be  so  led  and 
joined  by  an  approved  Y or  T that  one  engine  can  not 
exhaust  against  another,  or  the  unused  engine  be  flooded, 
and  swing  check  valves  will  be  fitted  in  all  exhaust  pipes 
close  to  the  valve  chests. 

157.  Bleeder  Pipes. — A 5)4 -inch  branch  from  the  main 
steam  pipe  in  each  engine  room  will  lead  to  each  main 
condenser,  with  a stop  valve  operated  from  the  working 
platform. 

158.  Intermediate  and  Low  Pressure  Steam  Pipes. — A 4^- 

inch  branch  from  the  main  steam  pipe  will  lead  to  each 
intermediate,  and  a similar  pipe  to  each  low  pressure 
valve  chest,  each  with  a stop  valve. 

159.  Separators — There  will  be  in  each  1 7-inch  main 
steam  pipe  in  each  forward  engine  room  a centrifugal  or 
other  approved  separator.  They  will  be  made  entirely 
of  cast  steel  and  plate  steel,  each  fitted  with  a well  pror 
tected  glass  gauge  of  the  automatic  closing  pattern,  and 


VC  * 


• j 


75 


an  approved  automatic  steam  trap,  with  drain  delivering 
into  feed  tank.  There  will  also  be  a drain  connected 
directly  to  the  separator,  discharging  overboard  or  into 
the- main  feed-pump  suction  at  will. 

160,  Main  Feed-Pump  Exhaust. — The  exhaust  pipes  from 
the  main  feed  pumps,  in  addition  to  the  connection  with 
the  exhaust  main,  will  be  so  arranged  that  the  exhaust 
steam  can  be  turned  into  the  feed-pump  suction  instead 
of  into  the  auxiliary  exhaust  pipe,  chambers  with  suitable 
nozzles  for  this  purpose  being  fitted  in*  the  suction  pipes. 

161,  Escape  Pipe. — There  will  be  a 12-inch  copper  escape 
pipe  abaft  each  smokepipe,  extending  to  its  top,  finished 
and  secured  in  an  approved  manner.  This  pipe  will 
have  branches  leading  to  all  the  safety  valves  in  its  com- 
partment and  to  the  safety  valves  on  the  auxiliary  boil- 
ers. The  auxiliary  exhaust  pipe  will  also  lead  into  the 
escape  pipes. 

162,  Feed  Pipes  and  Suctions. — There  will  be  two  feed 
mains,  one  connected  with  the  main  feed  pumps  and  the 
other  connected  with  the  auxiliary  feed  pumps  in  the  fire 
rooms  and  the  bilge,  fire,  and  auxiliary  feed  pumps  in  the 
forward  engine  rooms. 

The  auxiliary  feed  main  will  be  on  the  starboard  side 
and  the  main  feed  main  on  the  port  side. 

Each  main*feed  pump  will  have  a branch  connecting  it 
with  the  feed  main,  having  a valve  near  the  main  and  one 
near  the  pump.  To  this  branch,  between  the  above-men- 
tioned valves,  will  be  connected  the  boiler  feed  pipe, 
which  will  also  have  a valve  to  shut  it  off  from  the  pump. 
This  boiler  feed  pipe  will  connect  with  the  main  feed 
check  valve  of  the  boilers  in  its  own  compartment  and  in 
the  case  of  the  main  feed  pump  for  the  central  group  of 
boilers  with  the  forward  single  ended  boiler  main  feed 
check. 

The  auxiliary  feed  pumps  will  be  connected  to  the  aux- 
iliary main  and  through  it  to  the  auxiliary  check  valves 
in  a similar  manner,  with  the  exception  that  the  pump 
in  the  forward  single  ended  boiler  fire  room  will  be  con- 
nected to  the  auxiliary  check  of  that  boiler  alone. 


1 


76 


The  engine  room  auxiliary  pump  will  discharge  into 
the  auxiliary  feed  main  with  a straight-way  valve  on  the 
main,  abaft  the  branch  to  the  after  boiler. 

There  will  be  two  feed  suction  mains,  one  for  each  sys- 
tem of  pumps.  That  connected  with  the  main  feedpumps 
will  draw  water  from  the  feed  tanks  alone^nd  will  be 
equal  in  area  to  the  combined  area  of  the  main  feed- 
pump suctions;  it  will  be  of  seamless  brass  or  copper. 

The  suction  main  for  the  auxiliary  pumps  will  be  the 
same  as  that  of  the  main  pumps  as  far  aft  as  the  forward 
engine  room,  but  in  addition  there  will  be  a branch  con- 
necting with  the  bilge  in  each  boiler  compartment  and 
with  a sea  valve.  This  suction  pipe  will  equal  in  area 
the  combined  area  of  the  suction  nozzles  of  the  pumps 
drawing  from  it. 

The  main  and  auxiliary  suctions  will  be  connected 
across  the  forward  engine  room,  having  a valve  in  the 
auxiliary  suction  pipe  forward  of  the  cross  connection, 
allowing  either  system  to  draw  from  each  or  either  feed 
tank  without  connecting  with  the  other  suction. 

All  these  pipes  where  possible  will  be  placed  above  the 
floor  plates.  All  valves,  with  the  exception  of  boiler 
check  valves,  bilge  and  sea  valves,  will  be  straight-way 
valves. 

163.  Feed-Water  Heater. — If  directed,  there  will  be  for 
each  fire  room  a feed-water  heater  of  suitable  size,  placed 
where  directed.  Plans  showing  the  type  and  arrange- 
ment of  heater  must  be  submitted  to  the  Bureau  of  Steam 
Engineering  for  approval  before  work  is  commenced  on 
them. 

164.  By-Pass  Valves  on  Straightway  Valves. — All  straight- 

way valves  above  5 inches  in  diameter,  subjected  to 
pressure  above  15  pounds  per  square  inch,  will  have  by- 
pass valves  to  relieve  the  valve  when  jammed  on  the 
seat.  ' 

They  will  be  for  straightway  valves  above  5 and  to  8 
inches,  i inch  in  diameter;  8 to  12  inches,  inches; 
above  this,  2 inches. 

165.  Fire  Main. — There  will  be  a fire  main  of  copper, 
inches  inside  diameter,  extending  through  the  engine 


4:n  each  of  these 


directed  flanges  for 


branches  there  wil]  be  placed  wliere 
connecting  the  constructors’  pumps. 


77 


and  fire  rooms,  from  the  after  engine  hatch -to  the 
forward  fire-room  hatch,  located  above  the  floor  plates 
and  below  the  protective  deck. 

From  this  main  at  the  engine  and  forward  fire-room 
hatches  there  will  be  two  vertical  branches  extending  to 
the  upper  deck  (four  in  all),  each  branch  3 inches  in 
diameter.  From  each  of  these  vertical  branches  on  each 
deck  above  the  protective  deck  there  will  be  branches 
passing  through  the  bulkheads  surrounding  the  hatches 
with  straightway  valves  and  hose  connections  on  each 
branch  outside  the  hatch. 

Leading  forward  from  one  of  the  vertical  branches  in 
the  forward  hatch  there  will  be  a branch  connecting  to 
a hose  nozzle  in  the  magazine  passing  room  and  in  the 
,sick  bay. 

There  will  also  be  a branch  leading  aft  from  one  of  the 
vertical  pipes  in  the  engine  hatch  to  the  after  magazine 
passing  room.  Each  of  these  branches  forward  and  aft 
will  have  a straightway  valve  outside  the  hatch  and  also 
one  immediately  back  of  the  hose  nozzles. 

These  two  fatter  branches  will  be  led  in  such  a manner 
as  to  avoid  any  interference  with  bulkheads  or  head 
room,  or  as  may  be  decided  upon  by  the  Inspecting  Con- 
structor and  Engineer. 

Each  pump  mentioned  in  these  specifications  to  be 
used  as  a fire  pump  will  be  connected  with  this  main 
under  the  protective  deck. 

There  will  be  a hose  nozzle  in  each  engine  room  and 
in  each  fire  room,  each  connected  to  the  fire  main  by  a 
branch  with  a straightway  valve  between  the  main  and 
the  hose  couplings. 

All  couplings  will  be  for  2 -inch  hose  fitted  with 
standard  Navy  thread. 

There  will  be  a reverse  hose  coupling  on  the  auxiliary 
feed  pipe  for  filling  the  boilers  from  a hose. 

There  will  be  a i^-inch  steam  pipe  leading  from  the 
auxiliary  steam  pipe  to  each  bunker  and  hold  for  ex- 
tinguishing fire.  This  pipe  will  have  a valve  in  it  next 
the  auxiliary  steam  pipe  and  another  at  each  coal  bunker 
and  hold  bulkhead.  The  part  inside  of  the  bunker  may 
be  made  of  galvanized  iron,  all  other  pipe  of  copper. 


78 


All  valves  in  the  fire  main  and  steam  extinguishing 
pipes  with  the  pipes  from  the  pumps  will  be  straightway 
composition  valves.  Drain  pipes  will  be  fitted  to  drain 
all  parts  of  fire  njain  and  branches. 

166.  Pipes  Through  Water-tight  Bulkheads  and  Decks. — They 
will  be  made  water-tight  by  stuffing  boxes,  flanges,  or 
other  approved  means. 

Pipes  must  not  be  led  in  such  a manner  that  the  angles 
or  T’s  of  bulkheads  have  to  be  cut.  Holes  through 
wooden  decks,  where  pipes  pass  through,  will  have  brass 
or  copper  thimbles,  made  water-tight,  extending  at  least 
3 inches  above  decks. 

167.  Pipes  Through  Coal  Bunkers They  will  be  protected 

by  iron  casings,  made  in  sections,  easily  removable  for 
repairs.  Pipes  must  not  be  led  under  openings  of  coal 
chutes. 


168,  Drain  Pipes  and  Traps.— All  places  where  condensed 
steam  can  accumulate  will  be  provided  with  drain  pipes 
and  cocks  or  valves  of  ample  size,  and  with  approved 
automatic  traps,  which  will  discharge  into  feed  tanks  or 
condensers,  or  as  directed.  All  traps  will  have  by-pass 
pipes  and  valves  for  convenience  of  overhauling.  The 
lowest  parts  of  all  water  pipes  and  all  pump  cylinders 
and  channel  ways  will  have  drain  cocks  with  pipes,where 
required.  The  handles  of  all  drain  cocks  will  point 
downward  when  closed.  All  glass  water  gauges  under 
pressure  will  be  fitted  with  valves  of  approved  auto- 
matic closing  pattern. 

169.  Thickness  of  Pipes. — The  thickness  of  copper  straight 
steam  piping  fire  service  and  blow-off  pipes  will  be  found 
by  the  following  formula: 


P X D I __ 
8ooo  i6 


Where  P = boiler  pressure  above  at- 
mosphere. 

D = inside  diameter  of  pipe. 
T = thickness  in  inches. 


The  thickness  of  feed  pipe  will  be  found  by  the  same 
formula  with  the  exception  thafP  =1.5  boiler  pressure 
above  atmosphere. 


f * 


79 


The  thickness  for  feed-suction  piping  will  be  as 
follows: 

From  I to  3 inches  internal  diameter,  ^ inch; 

From  3 to  5 inches  internal  diameter,  3-2  inch; 

From  5 to  8 inches  internal  diameter,  inch. 

Water  pipes  without  pressure  will  be — 

From  2 to  5 inches,  3^2  inch; 

From  5 to  II  inches,  }i  inch; 

From  II  to  15  inches,  3^2  inch; 

From  15  to  20  inches,  j-g  inch. 

All  copper  piping  will  be  No.  i,  B.  W.  G.,  thicker  in  the 
bends  than  in  straight  parts. 

All  exhaust  and  other  pipes  not  in  the  above  list  will 
be  made  of  approved  thickness. 

170.  Material  and  Fitting  of  Pipes. — All  pipes,  except  the 
lower  end  of  bilge-suction  pipes,  will  be  of  copper,  unless 
otherwise  specified. 

The  lower  parts  of  bilge-suction  pipes  will  be  of  gal- 
vanized iron.  All  copper  and  brass  piping  of  and  less 
than  6 inches  diameter  will  be  seamless  drawn.  All 
copper  pipes  not  seamless  drawn  will  be  brazed.  All 
copper  pipes  over  5%  inches  in  diameter  will  have  com- 
position flanges  riveted  on  and  brazed,  and  will  have  the 
end  of  the  pipe  expanded  into  a recess  in  the  face  of  the 
flange,  and  all  under  5^  inches  will  have  flanges  or  ap- 
proved composition  couplings  brazed  on,  and  the  end  of 
the  pipe  will  be  expanded  into  a recess  in  the  face  of  the 
flange.  All  feed  and  blow  pipes  will  have  composition 
flanges.  All  flanges  of  high-pressure  pipes  will  be  in 
accordance  with  the  Bureau  of  Steam  Engineering  table 
of  thickness  of  pipes  and  flanges,  and  will  be  faced  and 
grooved,  and  joints  between  flanges  in  steam  pipes  will 
be  made  with  asbestos  board  soaked  in  boiled  linseed  oil, 
‘‘Usudurian”  ’^ith  copper  wire  gauze,  Vulcabeston,”or 
other  material,  samples  of  which  must  be  submitted  to 
the  Bureau  of  Steam  Engineering  for  approval  before 
. using. 

No  material  will  be  used  that  will  not  withstand  the 
heat  of  the  steam  and  keep  tight  an  indefinite  length  of 
time,  and  any  material  used  must  be  the  best  that  can  be 


80 


procured.  All  composition  flanges  below  the  floor  plates 
will  be  connected  by  bolts  and  nuts  of  rolled  naval  brass 
or  Tobin  bronze.  All  copper  pipe,  T pieces,  and  fittings 
will  be  of  composition,  except  where  otherwise  directed. 
Expansion  joints  of  approved  pattern  will  be  fitted  where 
required.  Slip  joints,  if  fitted,  will  have  stop  bolts  and 
flanges.  All  copper  pipes  in  bilges  will  be  well  painted 
and  covered  with  water-proof  canvas,  and  must  not  rest  in 
contact  with  any  of  the  iron  or  steel  work  of  the  vessrel. 

All  steam,  air,  and  water  pipes  of  ref  rigerating  machines 
will  be  of  copper,  with  flange  joints ; all  other  pipes  will 
be  fitted  with  flange  joints,  to  be  approved  by  the  Bureau 
of  Steam  Engineering. 

All  slip  joints  will  consist  of  a composition  stuffing 
box,  follower,  and  entering  pipe,  the  stuffing  box  and  en- 
tering pipe  to  be  connected  by  flanges  with  the  copper 
pipe. 

All  slip  joints  to  be  packed  with  metallic  packing  to  be 
approved  by  the  Bureau  of  Steam  Engineering. 

171.  Auxiliary-Engine  Stop  Valves. — Each  auxiliary  engine 
will  have  stop  valves  in  exhaust  pipes  as  close  to  cylinder 
as  possible.  Exhaust  stop  valves  will  be  straightway 
where  practicable.  All  pumps,  except  circulating  pumps, 
will  have  screw  check  valves  in  both  suction  and  delivery 
pipes  close  to  pump  cylinders,  so  arranged  that  they 
may  be  kept  off  their  seats  when  desired. 

172.  Pump  Cylinders. — All  pump  cylinders,  together  with 
their  valve  boxes  and  fittings,  will  be  made  of  compo- 
sition, and  the  cylinders  over  6 inches  diameter  will  be 
fitted  with  working  linings  for  convenience  in  reboring, 
unless  otherwise  specified.  Air  chambers  will  be  fitted 
on  the  delivery  sides  of  pumps  or  in  the  pipes,  as  may  be 
directed. 

The  water  cylinders  of  all  vertical  pumps  will  be  so 
arranged  that  the  pistons  are  easily  accessible- and  fitted 
for  overhauling  without  disturbing  the  framing  or 
piping.  All  pumps  will  have  either  packed  pistons  or 
packed  plungers,  excepting  air  pumps,  which  will  be 
made  as  shown. 


81 


173.  Pump  Relief  Valves. — All  feed  and  fire  pumps  will 
have  adjustable  spring  relief  valves  of  approved  design, 
connecting  the  delivery  and  suction  passages. 

174.  Sea  Valves. — There  will  be  in  the  various  compart- 
ments sea  valves  as  follows  : 

In  each  engine  compartment  a screw-stop  valve,  having 
independent  connection  to  the  side  of  the  vessel,  of 
sufficient  size  to  supply  water  to  the  fire,  bilge,  and  the 
auxiliary  pumps  in  that  compartment,  also  with  a 4^- 
inch  nozzle  for  connection  of  the  water-service  pipes. 
Also  in  each  engine  compartment  a double  valve  box 
with  a screw  non-return  valve  for  the  discharge  from 
the  fire  and  bilge  and  auxiliary  pumps,  and  a non-return 
valve  for  trap  discharge.  This  valve  box  may,  if  desired, 
be  connected  to  the  outboard  nozzle  of  the  main  outboard- 
delivery  valve.  The  main  injection  and  outboard-deliv- 
ery valves  will  be  as  elsewhere  specified. 

In  each  main  boiler  compartment  there  will  be  a 
screw-stop  valve  for  a bottom  blow  and  pump  discharge, 
and  a sea  valve  for  each  auxiliary  pump  sea  suction. 

. There  will  also  be  a sea-suction  valve  for  the  distiller 
circulating  pump,  placed  where  directed. 

All  these  valves  will  be  of  composition,  with  the  screws 
on  the  stems  outside  the  chamber,  the  screws  passing 
through  a crosshead  supported  by  iron  or  steel  stanch- 
ions. 

175.  Bilge  Strainers. — Each  pipe  leading,  from  the  bilges 
or  from  the  drainage  system  of  the  vessel  to  the  pumps 
will  be  fitted  with  a Macomb  (or  equivalent)  strainer, 
above  the  floors. 

The  baskets  of  Macomb  strainers  will  have  a diameter 
equal  to  one  and  one-half  times  the  diameter  of  the 
pipe,  and  a length  equal  to  twice  the  diameter  of  the 
pipe,  except  in  the  case  of  the  bilge  injections,  which 
strainer  will  be  the  same  diameter  as  the  pipe. 

176.  Attachment  of  Valves  to  Hull. — Steel  strengthening 
rings,  will  be  riveted  to  plating  of  hull  around  the  open- 
ings for  all  sea  valves.  The  valve  flanges  will  be  bolted 
to  these  rings  by  rolled  manganese  or  Tobin  bronze 

5758—11 


■4.:. 


82 


studs,  care  being  taken  not  to  drill  the  holes  entirely 
through  the  rings.  A zinc  protecting  ring  will  be  fitted 
in  each  opening  in  outer  skin  in  such  a manner  as  to  be 
easily  renewed. 

All  suction  valves  will  have  strainers  over  their  open- 
ings on  the  outside  of  the  vessel.  These  strainers  will 
have  ^-inch  holes  with  a collective  area  equal  to  twice 
the  area  of  the  valve  openings.  Strainers  must  be  fast- 
ened to  valve  pipes  or  casings,  and  not  to  the  plates  of 
the  hull. 

All  sea  valves  over  the  double  bottom  will  be  inside 
the  inner  skin  and  connected  to  the  outer  skin  by  a cast 
or  plate  steel  pipe,  secured  by  riveted  flanges  to  both 
inner  and  outer  skins.  There  will  be  a steel  stiffening 
ring  on  'the  inner  bottom  to  which  the  valve  chamber 
will  be  bolted.  A zinc  protecting  ring  will  be  secured 
to  the  lower  flange  of  the  valve  chamber. 

177.  Cocks  and  Valves. — All  cocks  and  valves  and  their 
fittings,  except  as  otherwise  specified,  will  be  of  composi- 
tion. All  hand  wheels  will  be  of  finished  brass,  exc^ept 
as  otherwise  specified,  and  will  be  at  least  one  and  one- 
half  times  as  great  in  diameter  as  their  valves.  All  cocks 
communicating  with  vacuum  spaces  will  have  bottoms 
of  shell  cast  in  and  have  packed  plugs.  All  cocks  over 
I inch  in  diameter  will  have  packed  plugs.  Reducing 
valves  will  be  put  in  where  directed  or  required. 

Valves  of  approved  pattern  will  be  supplied  wherever 
necessary  to  complete  the  various  pipe  systems,  whether 
herein  specified  or  not.  All  valves  will  be  so  fitted  as  to 
be  easily  ground  in,  and  be  fitted  where  required  with 
grinding-in  guides  and  handles.  No  conical-faced  valve 
will  have  a bearing  on  its  seat  of  more  than  inch  in 
width.  All  valve  spindles  must  turn  right-handed  to 
close,  and  have  outside  threads  where  practicable.  Cocks 
and  valves  may  have,  where  approved,  in  lieu  of  wheels 
or  permanent  handles,  removable  box  or  socket  wrenches, 
marked  and  stowed  in  convenient  racks;  these  handles 
to  be  so  fitted  that  they  can  only  be  removed  when  the 
valves  are  closed.  All  cocks  and  valves  underneath  the 
floor  plates  will  have  their  wheels  or  han'dles  above  the 


83 


floor  plates,  in  easily  accessible  positions,  unless  other- 
wise directed.  The  sizes  of  valves  as  given  in  these 
specifications  refer  to  the  diameter  of  the  equivalent 
clear  openings. 

178.  Labels  on  Gear  and  Instruments. — All  cocks  will  have 
engraved  brass  plates  to  show  their  uses  and  to  indicate 
whether  open  or  shut.  All  valves,  except  such  as  may 
be  otherwise  directed,  will  have  similarly  engraved  plates 
to  show  their  uses,  or  have  the  same  plainly  engraved  on 
hand  wheels. 

All  hand  levers  or  their  quadrants  will  be  similarly 
marked.  Gear  for  working  valves  from  deck  will  be 
marked  as  elsewhere  specified. 

All  main  steam  stop  valves  will  have  indices  to  show 
to  what  extent  they  are  opened. 

All  gauges,  thermometers,  counters,  telegraph  dials, 
speaking-tube  annunciators,  and  revolution  indicators 
will  be  suitably  engraved  to  show  to  what  they  are  con- 
nected. 

All  engraving  will  be  deep  and  be  filled  in  with  black 
cement. 

179.  Clothing  and  Lagging. — The  main  cylinders  and 
valve  chests,  excepting  upper  cylinder  heads,  after  being 
finally  secured  in  place  in  the  vessel  and  tested,  will  be 
covered  with  approved  incombustible  non-conducting 
material  and  neatly  lagged  with  black  walnut  all  over, 
secured  with  polished  brass  bands  and  round-headed 
brass  screws.  The  upper  cylinder  heads  will  be  covered 
with  a neatly  fitting  iron  floor  plate  with  flat-topped  cor- 
rugations. 

The  lagging  will  be  made  in  removable  sections  over 
each  valve  chest  and  manhole  cover,  parts  plainly 
marked.  The  lagging  elsewhere  will  be  so  secured  as  to 
be  easily  removed,  replaced,  and  repaired. 

All  parts  of  the  condensers  except  the  water  chests  at 
ends  will  be  clothed  with  approved  material  put  on  in 
sections  so  as  to  be  easily  removed  and  i^eplaced,  and 
neatly  lagged  with  black-walnut  laggingsecured  by  brass 
bands  and  round-headed  screws. 


The  feed  tanks  will  be  covered  with  three-quarter  inch 
cow-hair  felt,  backed  with  canvas  and  lagged  with  black 
walnut,  secured  with  brass  bands  and  screws. 


84 


All  steam  and  exhaust  pipes,  the  separators,  the  feed- 
water  heaters,  and  all  steam  valves  will  be  clothed  in  an 
approved  manner  with  a satisfactory  non-conducting 
material,  covered  with  canvas,  well  painted.  The  main 
steam  and  exhaust  pipes  in  engine  room  and  the  main 
separators  will  be  also  covered  with  black-walnut  lagging 
with  brass  bands.  The  canvas  covering  of  steam  pipes 
will  be  secured  to  bulkheads  where  the  pipes  pass  through 
them. 

The  main  steam  pipes,  where  they  pass  through  bunk- 
ers, will  in  addition  be  inclosed  in  a water-tight  covering 
of  galvanized  iron. 

The  steam  cylinders  of  all  auxiliary  engines  will  be 
clothed  and  lagged  the  same  as  main  cylinders. 

After  the  boilers  are  in  place  and  have  been  tested  and 
painted,  they  will  be  covered  all  over,  except  where 
directed,  as  low  as  the  saddles,  with  approved  incom- 
bustible non-conducting  material  at  least  i%  inches 
thick.  This  clothing  will  be  covered  on  tops,  sides,  and 
back  heads  and  on  fronts,  where  required,  by  galvanized 
wrought-iron  plates,  about  No.  i8,  B.  W.  G.,  flanged  not 
less  than  i inch  and  bolted  together;  also  secured  to 
boiler  plates  at  bottom  by  angle  iron,  which  will  be  held 
in  place  by  j4-inch  bolts  tapped  part  way  into  the  boiler 
plates  and  held  off  from  the  boiler  plates  elsewhere  by 
suitable  distance  pieces. 

180.  Radiators. — Radiators  of  approved  patterns,  with 
such  areas  as  may  be  called  for  in  the  specifications  for 
radiators  to  be  furnished  by  the  Bureau  of  Steam  En- 
gineering, will  be  furnished  and  fitted  and  connected. 

Each  radiator  or  coil  of  more  than  lo  square  feet  will 
be  divided  into  two  parts.  All  radiators  will  be  fitted 
with  approved  valves,  with  valve-stem  guards,  and  re- 
movable keys  for  valve  stems.  The  ends  of  the  stems 
will  be  triangular  in  cross  section. 

The  radiators  in  the  wardroom,  cabin,  and  steerage 
will  consist  of  pipes  led  along  the  deck  at  the  bottom  of 
the  bulkheads,  and  will  be  covered  with  an  approved 
metallic  casing  easily  removable. 


■ . (rKr '’^'<:  , ^ 


'■■'  


85 


The  steam  and  drain  pipes  will  be  of  seamless  drawn 
brass,  of  iron  pipe  size,  suitably  connected  by  composition 
fittings  in  a manner  that  will  permit  them  to  be  easily 
taken  down  for  repairs. 

All  union  joints  will  be^oned  or  have  corrugated  cop- 
per washers. 

All  holes  through  decks  and  bulkheads  will  be  thimbled 
with  brass. 

Steam  and  drain  pipes  will  be  clothed  where  near  wood- 
work, and  elsewhere  as  required. 

The  steam  pipes  will  connect  with  the  auxiliary  steam 
pipes  where  directed,  and  be  fitted  with  adjustable  re- 
ducing valves. 

The  drain  pipe  of  each  circuit  will  have  an  approved 
automatic  steam  trap  discharging  into  feed  tank,  and 
elsewhere  as  directed. 

Independent  steam  pipes  will  lead  from  engine  and 
fire  rooms  to  the  principal  divisions  of  the  officers’  quar- 
ters and  forward  parts  of  the  ship. 

181.  Whistles. — An  approved  polished  brass  chime 
steam  whistle,  with  a bell-  of  about  8 inches  diameter, 
will  be  placed  forward  of  the  forward  smokepipe,  well  ^ 
above  the  level  of  the  awnings,  and  connected  to  the 
auxiliary  steam  pipe  by  a pipe  having  a stop  valve  at  its 
lower  end  and  a working  valve  at  the  upper  end.  The 
pipe  will  have  an  expansion  joint  at  lower  end.  There 
will  be  a shrieking  whistle  of  approved  pattern  and  size 
placed  where  directed,  and  connected  similarly  to  the 
whistle.  Both  whistle  connections  will  have  drain  pipes 
fitted  at  the  lowest  points. 

182.  Hose  and  Hose  Reels. — A sufficient  length  of  hose 
will  be  supplied  for  each  engine  room  and  each  fire  room, 
to  lead  to  the  farthest  part  of  the  adjoining  coal  bunkers 
below  the  armored  deck.  The  hose  for  engine  rooms 
will  be  of  the  best  quality  rubber-lined  linen,  and  that 
for  fire  rooms  will  be  the  best  quality  four-ply  rubber 
engine  hose,  all  inches  diameter,  with  standard  coup- 
lings. Each  hose  will  be  supplied  with  a rubber  hose 
pipe  with  handles.  A pair  of  spanners  wiil  be  supplied 
for  each  hose  nozzle. 


8« 


A hose  reel  of  approved  * pattern  will  be  fitted  in  each 
fire  room,  and  a swinging  bracket  or  similar  hose  recep- 
tacle in  each  engine  room.  Hose  pipes  and  spanners 
will  be  fitted  in  beckets. 

183.  Shafts  through  Bulkheads. — All  shafts  passing 
through  water-tight  bulkheads  will  be  fitted  with  stuffing 
boxes,  each  in  two  parts. 

184.  Floors  and  Platforms. — The  engine  rooms  and  fire 
rooms  will  be  .floored  with  wrought-iron  plates  % inch 
thick,  with  neatly  matched  flat-top  corrugations.  The 
plates  will  be  of  convenient  size  and  easily  removable. 
They  will  rest  on  proper  ledges  of  angle  or  T iron,  and 
will  have  drain  holes  where  necessary.  Platforms  will 
be  provided  for  getting  at  all  parts  of  the  main  and  aux- 
iliary engines  and  boilers.  These  platforms,  where 
placed  over  moving  machinery,  will  be  fitted  the  same 
as  the  lower  floors.  In  other  places  they  will  be  made  of 
iron  rods  ^ inch  square,  placed  i%  inches  apart. 

185.  Ladders. — Ladders  will  be  fitted  wherever  necessary 

for  reaching  the  engine  rooms  and  fire  rooms  from  deck, 
and  for  reaching  the  various  platforms,  passages,  and 
parts  of  machinery.  The  engine-room  ladders  will  be 
made  with  plate-iron  sides  and  light  cast-iron  treads  with 
corrugated  tops,  and  the  main  ladders  from  deck  to  en- 
gine rooms  will  be  2 feet  wide  in  the  clear.  The  fire-room 
ladders  will  be  made  with  plate  sides  and  double  square- 
bar  treads.  • 

All  ladders  will  be  so  fitted  as  to  be  easily  removable 
where  required,  and  will  be  joined  and  hinged,  with  nec- 
essary fastenings  and  gear,  where  they  have  to  be  moved 
when  closing  hatches.  Light  iron  ladders  will  be  fitted 
to  and  through  one  ventilator  in  each  engine  room  as 
'means  of  egress  when  the  battle  hatches  are  closed. 

Gear  will  be  provided  for  quickly  opening  the  battle 
hatches  over  the  fire-room  ladders,  this  gear  to  be  worked 
from  fire  rooms. 

186.  Hand  Rails. — Hand  rails,  easily  removable  where 
required,  will  be  fitted  to  all  ladders  and  platforms  around 


87 


moving  parts  of  machinery,  and  along  bulkheads  and 
passage  ways.  The  hand  rails  and  stanchions  will  be 
made  of  approved  metal  which  will  not  easily  tarnish, 
and  will  be  polished  all  over.  The  lower  ends  of  stan- 
chions will  pass  through  floor  plates  with  nuts  under- 
neath. vStanchions  supporting  hand  rails  will  be  perpen- 
dicular to  floor  plates  or  treads  of  ladders. 

187.  Gear  for  Working  Valves  from  Deck. — The  safety  valves, 
boiler  stop  valves,  and  engine-room  stop  valves,  as  else- 
where specified,  will  have  suitable  gear  for  working  them 
from  the  main  deck. 

The  rods  of  the  gear  will  be  guided  and  supported  on 
deck  by  cast-iron  composition  standards,  left  rough  and 
painted.  Each  rod  will  have  a hand  wheel  at  least  3 feet 
above  the  deck.  The  stop-valve  hand  wheels  will  be  12 
inches  in  diameter.  The  wheels  will  be  of  brass,  polished, 
and  will  have  their  rims  connected  with  the  hubs  by  plain 
disks  without  holes  in  them.  Or,  in  lieu  of  hand  wheels, 
if  directed,  polished  brass  bar  handles  will  be  fitted  to 
squares  on  the  turning  rods,  and  will  be  stowed  in  beckets 
on  bulkheads.  The  tops  of  rods  will  be  protected  by  brass 
caps.  All  hand  wheels  will  be  engraved  with  name,  or 
cast-brass  label  plates  with  polished  raised  letters  will 
be  fixed  to  adjoining  bulkheads. 

188.  Lifting  Gear. — Efficient  lifting  gear,  consisting  of 
traveler  bars  and  pulleys,  deck-beam  clamps,  turnbuckles, 
shackles,  hooks,  eyebolts,  and  as  maybe  directed,  will  be 
fitted  wherever  required  for  lifting  parts  of  the  machinery 
for  overhauling  and  repairing. 

Holes  will  be  tapped  in  all  the  principal  movable  parts 
of  machinery  for  this  purpose. 

. 189.  Oil  Tanks. — Oil  tanks  of  3,000  gallons  total  capacity, 
divided  as  directed,  will  be  fitted  where  directed,  with 
facilities  for  filling  from  deck.  They  will  be  made  of 
galvanized  wrought  iron  not  less  than  inch  thick,  and 
will  each  have  a glass  gauge,  a manhole  and  cover  near 
the  top,  and  a locked  cock  for  drawing  oil.  In  each  engine 
room  there  will  be  fitted  two  copper  oil  tanks  of  20  gallons 
each  and  two  of  8 gallons  each,  and  in  each  boiler  com- 


8<S 


partment  one  of  5 gallons,  all  with  lock  cocks.  All  oil 
tanks  will  be  fitted  with  drip  pans. 

Each  of  the  larger  oil  tanks  will  have  a hand  pump 
and  pipes  for  filling  the  smaller  tanks.. 

Two  galvanized-iron  tallow  tanks,  with  hinged  covers, 
will  be  fitted  where  directed. 

190.  Ventilators — Ventilators, with  cowls  well  above  the 
awnings,  will  be  fitted  as  may  be  required. 

The  ventilators  will  be  of  wrought  iron.  No.  ii,  B.  W. 
G.,  butted  and  single-strapped  .and  flush-riveted.  Where 
cowls  are  fitted  they  will  be  movable,  of  No.  12,  B.  W.  G., 
copper,  not  planished.  The  base  rings  of  cowls  will  be 
of  composition,  finished  on  working  parts,  but  left  un- 
finished on  the  outside.  All  cowls  will  be  fitted  with 
gear  for  turning  them  from  the  engine  and  fire  rooms, 
the  gear  to  be  of  composition  except  the  spindles,  which 
will  be  of  wrought  iron.  Brass  hand  wheels  or  T handles 
will  be  fitted  to  spindles  in  engine  and  fire  rooms. 

There  will  be  at  least  one  ventilator  in  each  fire  room, 
fitted  with  all  appliances  for  hoisting  ashes.  Fire-room 
ventilators  will  be  provided  with  air-tight  doors  to 
prevent  escape  of  air  when  the  fire  rooms  are  under 
pressure. 

Fire-room  ventilators  coming  near  compasses  will  be 
made  of  copper  above  protective  deck. 

191.  Steam-Launch  Machinery. — The  machinery  of  steam 
cutters  will  be  fitted  with  boilers  and  engines  which  will 
meet  the  approval  of  the  Bureau  of  Steam  Engineering, 
and  drawings  must  be  submitted  before  work  is  com- 
menced on  them. 

192.  Tools. — The  following  tools  will  be  furnished  in 
addition  to  those  elsewhere  specified: 

One  set  of  wrenches  complete  for  each  engine  and  each 
fire  room,  to  be  fitted  for  all  nuts  in  their  respective  com- 
partments, plainly  marked  with  sizes,  and  fitted  in  iron 
racks  of  approved  pattern.  The  wrenches  for  nuts  of 
bolts  less  than  one  inch  in  diameter  will  be  finished,  and 
for  all  over  two  inches  in  diameter  will  be  box  wrenches, 
where  such  can  be  used.  . Socket  wrenches  will  be  fur- 


89 


nished  where  required.  Open-end  wrenches  will  be  of 
steel  or  wrought  iron  with  case-hardened  jaws,  all  others 
of  wrought  iron  or  cast  steel; 

One  pair  of  taps,  on  rods,  for  tapping  front  and  back 
tube  sheets  of  main  boilers  at  one  operation.  This  will 
be  a duplicate  of  that  used  in  originally  tapping  the 
sheets,  and  be  so  packed  as  to  be  perfectly  protected 
from  injury; 

A fixed  trammel  for  setting  the  main  valves  without 
removing  the  covers;  the  valve  stems  to  be  properly 
marked  for  this  purpose; 

Fixed  trammels  or  gauges  for  ali^OT^^^nk  shafts, 
brass  pins  being  let  into  pillow  blocks  and  ceifle.r  marked 
for  this  purpose;  m . , 

Two  complete  sets  of  fire  toom  for  e^h  fire' room; 

Six  coal  and  six  ash  buckets  fpr  each^re  room. 

All  trammels  and  gauges  wilF^have.  p^^p^ting  cases. 
All  tools  will  be  conveniently  stoWed.  ^^  ^ ' 

193.  Duplicate  Pieces. — The  follo%^ifig  dujpj^te  Spieces, 
in  addition  to  others  specified,  wiH\be  furfi^sfied,  lifted, 
and  ready  for  use,  viz:  \ 

One  set  of  valves  for  each  pump;  ^ 

One-half  set  of  follower  bolts  and  nuts  steam 

piston; 

One-half  set  of  springs  for  each  steam  piston; 

Four  bottom  brasses  and  two  caps  for  crankshaft 
bearings,  one  for  forward  and  one  for  after  engines; 

One-half  set  valve  guards  and  bolts  for  one  air  pump; 

If  horseshoe  thrust  bearing  is  used,  one  set  horse- 
shoes for  one  bearing; 

Four  crown  brasses  and  two  butt  brasses  for  crank  pins, 
two  for  forward  and  two  for  after  engines; 

Four  caps  and  four  butt-brasses  for  crosshead  journals, 
two  for  forward  and  two  for  after  engines; 

Four  composition  gibs  complete  for  crossheads; 

A full  set  of  blades  for  each  propeller,  fitted  to  pro- 
peller bosses — these  blades  will  be  of  such  pattern  as 
may  be  directed  after  the  trial  of  the  vessel; 

5758^12 

Two  spare  boiler  manhole  plates  of  each  size,  complete 
with  bolts,  nuts,  and  jokes. 


90 


One  complete  set  of  brasses  for  each  main  engine  valve 
gear; 

One  complete  set  of  brasses  for  each  circulating-pump 
engine,  each  air-pump  engine,  each  main  feed  pump,  each 
fire  pump,  and  each  blowing  engine; 

One  piston  rod  for  each  piston  of  each  pump; 

One  feed  check  valve,  complete; 

One  bottom  blow  valve,  complete; 

One  surface  blow  valve,  complete; 

One  complete  set  of  metallic  packing  for  each  size 
stuffing  box  in  addition  to  four  sets  for  piston  rods; 

A spare  hose  and  nozzle  for  each  steam  tube  cleaner; 

One-eighth  of  a complete  set  of  grate  bars  and  bearers 
for  all  furnaces,  and  one  pattern  for  each  casting; 

Four  dead  plates  for  furnaces  and  one  pattern  for 
same; 

Two  ash-pit  doors; 

Twenty  stay  tubes  for  each  double-ended  and  lo  for 
each  single-ended  boilers,  threaded  to  fit  threads  in  tube 
sheets,  with  ends  painted  and  wrapped  in  canvas; 

Fifty  ordinary  boiler  tubes  for  each  double-ended  and 
25  for  each  single-ended  boiler,  swelled  at  one  end  and 
annealed,  ready  for  use; 

Two  hundred  main  condenser  tubes,  packed  in  boxes; 

Twenty-five  auxiliary  condenser  tubes,  packed  in 
boxes; 

Two  hundred  condenser-tube  glands; 

One  spare  spring  for  each  safety  valve  and  relief  valve; 

One  spare  basket  for  each  Macomb  bilge  strainer; 

One  set  of  coils  for  each  evaporator,  or  one  set  of  tubes 
if  straight  tubes  are  used. 

Wherever  duplicate  pieces  are  furnished  for  one  of  two 
or  more  pieces  of  machinery  of  the  same  size,  they  will 
be  made  strictly  interchangeable. 

All  finished  duplicate  pieces  not  of  brass,  except  as 
otherwise  specified,  will  be  painted  with  three  coats  of 
white  lead  and  oil  and  well  lashed  in  tarred  canvas,  with 
the  name  painted  on  outside.  Brass  pieces  will  be  marked 
or  stamped.  All  pieces  will  be  stowed  in  an  approved 
manner. 


I 


91 


All  boiler  tubes  will  be  securely  stowed  in  racks,  or  as 
directed. 

194.  Materials  and  Workmanship. — All  castings  must  be 
sound  and  true  to  form,  and  before  being  painted  must 
be  well  cleaned  of  sand  and  scale,  and  all  fins  and  rough- 
ness removed. 

No  imperfect  casting  or  unsound  forging,  will  be  used 
if  the  defect  affects  the  strength  or  to  a marked  degree 
its  sightliness. 

All  nuts  on  rough  castings  will  fit  facings  raised  above 
the  surface,  except  where  otherwise  directed.  All  flanges 
of  castings  will  be  faced,  and  those  coupled  together  will 
have  their  edges  made  fair  with  each  other.  The  faces 
of  all  circular  flanges  will  be  grooved. 

All  bolt  holes  in  permanently  fixed  parts  will  be  reamed 
or  drilled  fair  and  true  in  place,  and  the  bodies  of  bolts 
finished  to  fit  them  snugly. 

All  pipes  beneath  floor  plates  will  be  connected  by 
forged  bolts  and  nuts  of  rolled  manganese  or  Tobin 
bronze. 

All  brasses  will  fit  loosely  between  collars  of  shafting. 

All  brasses  or  journals  will  be  properly  channeled  for 
the  distribution  of  oil. 

Packing  for  stuffing  boxes  will  be  such  as  may  be  ap- 
proved. 

All  small  pins  of  working  parts  will  be  well  case-hard- 
ened. 

All  steel  joint  pins  or  valve  gear  will  be  hardened  and 
ground  to  true  cylindrical  surfaces. 

All  material  used  in  the  construction  of  the  machinery 
will  be  of  the  best  quality.  The  iron  castings  will  be 
made  of  the  best  pig  iron,  not  scrap,  except  in  cylinder 
liners  and  where  otherwise  directed. 

Composition  castings  will  be  made  of  new  materials. 

The  various  compositions  will  be  by  weight,  as  follows: 

For  all  journal  boxes  and  guide  gibs  where  not  other- 
wise specified:  Copper  6,  tin  i,  and  zinc  % parts. 

Naval  brass:  Copper  62,  tin  i,^ and  zinc  37  per  cent. 

For  composition  not  otherwise  specified:  Copper  88, 
tin  10,  and  zinc  2 per  cent. 


■ 


92 


Muntz  metal  will  be  of  the  best  commercial  quality. 

Anti-friction  metal  will  be  of  approved  kind. 

Ornamental  brass  fittings  will  be  of  good  uniform 
color. 

All  castings  will  be  increased  in  thickness  around  core 
holes.  Core  holes  will  be  tapped  and  core  plugs  screwed 
in  and  locked,  except  where  bolted  covers  are  used,  or 
where  it  may  be  directed  that  the  holes  be  left  open. 

All  steel  forgings  will  be  without  welds  and  free  from 
laminations. 

All  flanges,  collars,  and  offsets  will  have  well  rounded 
fillets. 

All  boiler  plates,  stays,  and  tubes  will  be  well  cleaned 
of  mill  scale  by  pickling  or  other  approved  means. 

All  flanged  parts  of  boilers  will  be  annealed,  after 
flanging,  in  an  approved  manner. 

India-rubber  valves  will  be  of  approved  kind,  of  best 
commercial  quality. 

All  bolts  for  securing  the  boiler  attachments  will, 
where  practicable,  be  screwed  through  the  boiler  plates, 
with  heads  inside. 

All  work  will  be  in  every  respect  of  the  first  quality 
and  executed  in  a workmanlike  and  substantial  manner. 

Any  portion  of  the  work,  whether  partially  or  entirely 
completed,  found  defective,  must  be  removed  and  satis- 
factorily replaced  without  extra  charge. 

195.  Tests  of  Material. — All  steel  used  in  the  construc- 
tion of  the  boilers,  and  all  steel  forgings  and  castings, 
will  be  tested  in  accordance  with  rules  prescribed  by  the 
Navy  Department. 

All  boiler  and  condenser  tubes  will  be  tested  to  300 
pounds  pressure  per  square  inch,  applied  internally  be- 
fore being  put  in  place. 

India-rubber  valves,  taken  at  random,  must  stand  a 
dry-heat  test  of  270^  Fahr.  for  one  hour,  and  a moist- 
heat  test  of  320O  Fahr.  for  three  hours,  without  injury. 

196.  Tests  of  Boilers  and  Machinery. — Before  the  boilers 
are  painted  or  placed  in  the  vessel  they  will  be  tested 
under  a pressure  of  250  pounds  to  the  square  inch  above 


93 


atmospheric  pressure.  This  pressure  will  be  obtained 
by  the  application  of  heat  to  water  within  the  boilers, 
the  water 'filling  the  boilers  quite  full. 

The  steam  pipes  and  valves,  the  auxiliary  engines,  and 
all  fittings  and  connections  subjected  to  the  boiler  pres- 
sure will  be  tested  by  water  pressure  to  250  pounds  to 
the  square  inch.  After  the  boilers  are  placed  in  the  ves- 
sel and  connections  are  made  the  boilers  and  pipe  con- 
nections will  be  tested  by  steam  to  200  pounds  per  square 
inch,  and  all  leaks  to  be  made  tight  before  they  are 
clothed. 

The  high-pressure  cylinders,  jackets,  and  valve  chests 
will  be  tested  by  water  pressure  to  240  pounds  to  the 
square  inch,  the  intermediate-pressure  cylinders  and 
connections  to  150  pounds,  and  the  low-pressure  to  100 
pounds.  The  exhaust  side  of  the  low-pressure  valve 
chests  will  be  tested  to  30  pounds.  The  condensers  will 
be  tested  to  30  pounds. 

The  pumps,  valve  boxes,  and  air  vessels  of  the  feed, 
fire,  and  bilge  pumps  will  be  tested  to  300  pounds  per 
square  inch.  The  cylinders  and  condensers  will  be 
tested  before  being  placed  on  board,  and  must  be  so 
placed  that  all  parts  may  be  accessible  for  examination 
by  the  Inspector  during  the  tests.  All  parts  will  also  be 
tested  after  being  secured  on  board.  No  lagging  or 
covering  is  to  be  on  the  cylinders  or  condensers  during 
the  tests.  All  pressures  to  be  above  atmospheric  pres- 
sure. 

The  circulating  pumps  will  be  tested  by  discharging 
water  under  conditions  as  nearly  as  possible  like  those 
they  will  be  working  under  when  throwing  water  from 
the  bilges.  They  must  discharge  the  water  at  the  same 
height  as  the  waterline  is  above  the  pumps  and  through 
the  same  length  and  size  of  pipe,  drawing  water  from  the 
same  depth  as  the  lowest  part  of  the  bilge  suction  pipe 
below  the  pump  and  through  the  same  length  and  size 
of  pipe. 

197,  Painting. — After  a satisfactory  test  the  boilers  will 
be  painted  on  the  outside  with  two  coats  of  brown  zinc 


94 


and  oil,  and  when  in  place  the  fronts  will  be  painted 
with  one  coat  of  black  paint. 

All  engine  work,  not  finished,  will  be  primed  with  two 
coats  of  brown  zinc  and  oil,  and  when  placed  in  position 
on  board  the  vessel  will  be  painted  with  two  coats  of 
paint  of  approved  color.  The  shafting,  when  in  place, 
will  be  painted  with  two  coats  of  red  lead- and  oil  and 
two  coats  of  black  paint. 

The  smokepipes  will  be  thoroughly  painted  before 
and  after  erection  on  board.  The  ventilators  and  cowls 
will  be  painted  similarly  to  the  smokepipes,  except  the 
'interiors  of  the  cowls,  which  will  be  painted  vermilion. 

All  pipes  will  be  painted  in  accordance  with  a schedule 
to  be  hereafter  furnished. 

198.  Preliminary  Tests  and  Trials. — Steam  will  not  be  raised 
in  the  boilers  until  after  the  water  test  on  board,  unless 
desired  for  drying  or  testing  joints,  for  which  purpose 
the  pressure  must  not  exceed  lo  pounds  per  square  inch. 

After  testing,  steam  will  be  raised  in  the  boilers  when- 
ever required  to  test  the  connections  and  the  workings 
of  all  parts  of  main  and  auxiliary  engines. 

All  expense  of  such  preliminary  tests  will  be  borne 
by  the  contractor. 

199.  Superintending  Engineer’s  Office. — A suitable  office 
and  a suitable  drafting  room,  properly  furnished  and 
heated,  will  be  furnished  by  the  contractor  for  the  use  of 
the  superintending  naval  engineer  and  his  assistants. 

200.  Record  of  Weights. — All  finished  machinery,  boilers, 
and  appurtenances  thereof,  as  fitted,  and  all  spare  ma- 
chinery and  tools  herein  specified,  will  be  weighed  by 
the  contractor  in  the  presence  of  the  superintending 
naval  engineer,  or  one  of  his  assistants,  before  being 
placed  on  board;  and  no  part  of  the  material  will  be 
placed  on  board  without  being  so  weighed,  to  the  satis- 
faction of  the  superintending  naval  engineer. 

201.  Working  Drawings. — All  drawings  necessary  for  the 
prosecution  of  the  work  must  be  prepared  by  and  at  the 
expense  of  the  contractor. 


95 


Those  which  are  developments,  of  the  drawings  fur- 
nished and  of  these  specifications  will  be  subject  to  the 
approval  of  the  Bureau  of  Steam  Engineering  before 
the  material  is  ordered  or  the  work  commenced. 

In  the  drawings  furnished,  figured  dimensions,  where 
given,  will  be  followed,  and  not  scale  dimensions,  unless 
otherwise  - directed.  All  discrepancies  discovered  in 
drawings,  or  between  drawings  and  specifications,  will 
be  referred  to  the  Bureau  of  Steam  Engineering. 

A copy  of  each  working  drawing  will  be  furnished  to 
the  superintending  naval  engineer  before  the  work  shown 
by  the  drawing  is  commenced.  A copy  of  each  drawing 
accompanying  orders  for  steel  castings  or  forgings  will 
also  be  supplied  when  the  work  is  ordered. 

202.  Drawings  of  Completed  Machinery.— The  contractor 
will  make  and  furnish  to  the  Bureau  of  Steam  Engineer- 
ing, through  the  superintending  naval  engineer,  a com- 
plete set  of  drawings  of  the  boilers,  machinery,  and  ap- 
purtenances as  actually  completed,  including  plans  of 
the  same  as  fitted  on  board  the  vessel.  These  drawings 
will  include  every  piece  of  machinery,  both  in  whole  and 
in  part,  and  will  be  in  such  detail  as  would  enable  the 
entire  machinery  to  be  duplicated  without  additional 
drawings.  No  sheet  will  contain  drawings  of  more  than 
one  part  of  the  machinery,  except  those  intimately  con- 
nected with  each  other.  The  detail  drawing  of  each 
part  of  the  machinery  will  be  furnished  within  one  month 
after  the  cornpletion  of  the  part,  without  waiting  for  its 
incorporation  into  the  machine  as  a whole.  Detail  draw- 
ings will  be  made  to  a scale  of  not  less  than  inches 
to  the  foot.  General  plans  of  the  machinery  in  place  in 
the  vessel  will  be  made  to  a scale  of  % inch  to  the  foot. 

The  pipe  plans  will  be  made  to  a scale  of  not  less 
than  of  an  inch  to  the  foot.  The  pipe  plans  will 
be  divided  into^at  least  two  parts — one  showing  steam 
and  exhaust  pipes,  and  the  other  showing  all  other  pipes. 
The  pipe  plans  will  be  colored  in  accordance  with  a 
schedule  to  be  furnished,  to  indicate  the  purpose  which 
the  pipes  are  intended  to  serve,  and  accompanied  by  an 
explanatory  index. 


V 


06 

All  drawings  will  be  made  on  the  best'  quality  of 
tracing  cloth ; all  sheets  being,  as  far  as  possible,  multi- 
ples or  sub-multiples  of  double-elephant  size. 

Detail  drawings  will  be  hatched,  where  in  sections,  in 
accordance  with  a schedule  to  be  furnished,  to  show  the 
various  metals  employed. 

203.  Changes  in  Plans  and  Specifications. — The  contractor 
will  make  no  changes  in  the  plans  or  specifications  with- 
out the  approval  of  the  Navy  Department.  In  case  it  is 
thought  advisable  to  make  changes,  the  contractor  will 
make  application  by  letter  to  the  Bureau  of  Steam  En- 
gineering, through  the  superintending  naval  engineer, 
stating  the  nature  of  the  change,  accompanied  by  com- 
plete plans  and  specifications  of  the  proposed  change, 
together  with  a statement  of  his  estimate  of  the  amount 
of  increase  or  decrease  in  cost. 

204.  Inspection. — The  work  of  construction  of  the  boil- 
ers, machinery,  and  appurtenances  shall  be  at  all  times 
open  to  inspection  by  officers  appointed  for  such  pur- 
pose by  the  Navy  Department.  Every  facility  will  be 
afforded  such  inspectors  for  the  prosecution  of  their  work. 
All  handling  of  material  necessary  for  purposes  of  in- 
spection will  be  done  at  the  expense  of  the  contractor. 
All  test  specimens  necessary  for  the  determination  of 
the  strength  of  material  used  will  be  prepared  and  tested 
at  the  expense  of  the  contractor.  The  contractor  will 
furnish  the  superintending  naval  engineer  with  a weekly 
list  of  the  number  of  men  of  each  class  employed  upon 
the  work,  together  with  a statement  of  the  number  of 
hours  labor  in  each  class. 

205.  Omissions. — Any  part  of  the  machinery  or  any  ar- 
ticle pertaining  thereto  which  may  have  been  inadvert- 
ently omitted  from  these  specifications  or  from  the 
official  drawings,  but  which  is  necessary  for  the  proper 
completion  of  the  vessel,  is  to  be  supplied  by  the  con- 
tractor without  extra  charge. 


o 


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V 


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